EP0899177B1 - Brake shoe shifting device - Google Patents

Brake shoe shifting device Download PDF

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Publication number
EP0899177B1
EP0899177B1 EP19970109631 EP97109631A EP0899177B1 EP 0899177 B1 EP0899177 B1 EP 0899177B1 EP 19970109631 EP19970109631 EP 19970109631 EP 97109631 A EP97109631 A EP 97109631A EP 0899177 B1 EP0899177 B1 EP 0899177B1
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EP
European Patent Office
Prior art keywords
brake
brake block
triangle
locking
journals
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
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EP19970109631
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German (de)
French (fr)
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EP0899177A1 (en
Inventor
Detlef Scholdan
Egbert Sonder
Peter Gielke
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Deutsche Bahn AG
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Deutsche Bahn AG
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Publication date
Application filed by Deutsche Bahn AG filed Critical Deutsche Bahn AG
Priority to ES97109631T priority Critical patent/ES2179245T3/en
Priority to DE59707866T priority patent/DE59707866D1/en
Priority to PT97109631T priority patent/PT899177E/en
Priority to EP19970109631 priority patent/EP0899177B1/en
Priority to NO973084A priority patent/NO973084L/en
Publication of EP0899177A1 publication Critical patent/EP0899177A1/en
Application granted granted Critical
Publication of EP0899177B1 publication Critical patent/EP0899177B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F7/00—Rail vehicles equipped for use on tracks of different width
    • 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
    • B61H9/00—Brakes characterised by or modified for their application to special railway systems or purposes

Definitions

  • Rail vehicles equipped with special wheel sets for automatic lane change for the Traffic on railways with different gauges can be overcome Significantly accelerate the system boundaries of the railways.
  • an essential condition for this is that the brake shoe soles required for braking are also automatically connected to the changed position of the Wheel arches are adjusted.
  • the brake pad changeover device takes on this task.
  • the patent document FR-A-1.455.986 describes a brake pad change-over device which, in an analogous manner, has fixed, elongated pins on which the brake pad shoe is displaceably mounted by means of a sliding sleeve.
  • the brake shoe is carried along by driver lugs of the brake shoe arranged on both sides of the wheel rim.
  • the brake pad does not have any automatically effective end position protection, so that the side drivers must constantly hold the brake pad to the wheel set.
  • the pad surfaces of the drivers are subject to high wear and tear and the drivers must also be designed to withstand high dynamic continuous loads.
  • a brake pad change-over device in which the brake pad shoe is equipped with an extended bushing and is displaceably arranged on the correspondingly long pin of the brake triangle.
  • the brake pad is carried along when re-tracking by driver lugs of the brake shoe arranged on both sides of the wheel rim.
  • a spring-loaded end position safety device which acts in a keyway in the brake triangular pin, is intended to lock the brake shoe in the respective position.
  • the guide length of the pin In order to prevent the brake shoe from tilting on the pin during the changeover, the guide length of the pin must be made sufficiently long. High bending stresses in the pin are a consequence, which can be adversely affected by the required circumferential locking grooves. Sealing the system from contamination is also problematic.
  • a further embodiment variant is the solution according to patent specification DD 26970, in which the guide length of the brake shoe is ensured by a second guide in the central area of the brake triangle, which is rigid with the brake shoe.
  • the protection of the sliding surfaces from dirt and snow and the multiplicity are particularly disadvantageous.
  • the displacement of the brake shoe during braking is always only impeded by the limited spring force of the end position securing device and the frictional force in the bearing points of the brake shoe, the force in the bearing points of the brake shoe on the triangular brake pin always being equal to the braking force on the brake shoe.
  • a brake block delivery device is shown, which without additional end position safeguards.
  • a driver which is the most displaceable Axle bearing housing of the half wheel set is attached to move and secure the Brake shoe used on the pin of the brake triangle.
  • Such a system enables a relatively simple construction with high security, but is based on the special re-gauging principle of the "Talgo" system is limited and not with regard to the constructive design of the driver harmless.
  • the invention is based on the object of an automatic brake pad changing device to create which are used regardless of the design of the lane change wheel set and can safely transmit the high brake pad forces required for today's modern vehicles, is of simple construction, which is light and comprehensive from pollution, ice and Snow can be protected, has a simple suspension of the brake shoe, high Safety against unintentional changeover as a result of braking reaction forces and friction vibrations has from the braking process, especially on the controlling driver elements has little wear due to a sufficient distance from the wheel center and still can be converted with high reliability.
  • the object is achieved in that the brake block shoes, which have driving lugs with a large safety distance from the wheel rim, are arranged on a pin in the manner of conventional standard brake triangles.
  • this pin protrudes into the hollow pressure strut of the brake triangle ("hollow brake triangle") , taking into account the required increase in cross-section, and is guided there in two sliding bushes.
  • a bellows between the pin and the brake triangle protects the inner mechanism from dirt.
  • the sliding bushes in the hollow brake triangle can be arranged at a very large distance due to the spatial conditions, so that the displacement process is not endangered by self-locking.
  • the brake shoe is suspended from the base of the car or bogie frame, depending on the space available, either with spherical bolts and bushings, so that the brake shoe always adjusts slightly and the resulting transverse forces can be absorbed by the end position safety device, or by means of a displaceable device Storage, whereby drivers on the brake shoe allow the hanging iron to swing out to a certain extent. If the changeover paths are sufficiently large, the changeover of the two sides can also be carried out independently of one another, the end position securing then taking place via a spring-loaded toggle lever drive.
  • FIG. 1 shows the top view of a wheel change wheel set (1) with the section through the brake pad change-over device according to the invention in the position "track width 1 (Sp1)".
  • Fig. 2 shows the same in the “track 2 (Sp2)" position.
  • Fig. 3 shows the view of the locking mechanism.
  • Fig. 4 and 5 show variants of the locking linkage, while Fig. 6 and 7 show the possible suspension of the brake shoe (4, 4 ') on the base.
  • the lane change wheel set (1) is in position Sp1, the two drive tabs (2 and 2 'or 3 and 3') of each brake shoe (4, 4 ') have the distance s from the wheel rim (5, 5') of the wheel set ( 1).
  • the brake shoe (4, 4 ') are rotatably mounted on the pin (6, 6') and mounted with a conventional cotter pin (7) or the like.
  • the pins (6, 6 ') are in turn mounted in the brake triangle (8), the bearing points being equipped with the non-metallic sliding bushes (9, 9' and 10, 10 ').
  • the bushings (9, 9 'and 10, 10') also serve as end stops for the pin (6, 6 '), which is why it is equipped with the stops (11 or 11' and 12 or 12 ').
  • the stop (12, 12 ') can be removed, so that the pins (6, 6') can be inserted from the outside into the brake triangle (8).
  • connection point between the pin (6, 6 ') and the brake triangle (8) is protected from the weather and dirt by a rubber bellows (13 or 13').
  • the drivers (14, 14 ') are screwed onto the ends of the pins (6, 6') and act on the pin levers (16) of the locking crankshaft (17) via the sliding pieces (15, 15 '), as in FIG. 3 is recognizable.
  • This crankshaft (17) is rotatably mounted in the brake triangle (8) and at the same time carries levers (18) for the riser springs (19, 19 ').
  • FIG. 6 shows that the brake shoe (4) with the spherical bolt (20) is suspended on the pivotable brake shoe hanger (21), which in turn is suspended with a spherical bolt (22) in the brake shoe hanger bearing (23).
  • the center of the brake block hanging iron bearing (23) is in the middle (u4) of the changeover path u2 of a wheel rim (5), so that the brake block hanging iron (21) hangs at an angle.
  • the wheel rim (5) shifts by the changeover path u2, where u represents the track width difference between the two track gauges.
  • FIG. 4 Another variant of the end position design is shown in FIG. 4.
  • the inner bearing point (10, 10 ') of the pin (6, 6') designed in such a way that they are opposed by two sliding pieces (24, 24 ') the brake triangle (8) is guided and the bolts (25, 25 ') at the same time Support connecting rod (26, 26 ') to the locking crankshaft (17).
  • Fig. 5 shows - on the bolt (25, 25 ') of the toggle lever (27, 27') support, which at its end be loaded by the locking spring (19, 19 ') and thus secure the end position and the Support changeover. In this case, the locking shaft (17) without the levers (18) executed.
  • the stops (28, 28 'and 29, 29 ') of the sliding pieces (24, 24') simultaneously as a movement limitation for the end position of the pins (6, 6 ') so that they do not require any stops (11, 11' and 12, 12 '). If the condition u / 2 - 2 * s >> u / 4 must be fulfilled - this is the case with very large track width differences - this can also be the case the coupling of the two pins (6, 6 ') with the brake triangle (8) via the locking shaft (17) can be dispensed with, as shown in FIG. 5. A possible execution of the Fig. 7 shows the brake pad hanging iron.
  • the brake pad hanging iron (21) is on the side slidably arranged on the bolt (30) of the brake pad hanging iron bearing (31) and the Stops (32, 32 ') on the brake shoe (4) ensure that a certain amount is observed Pendelweg the entrainment of the brake pad hanging iron (21).

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

Description

Schienenfahrzeuge, welche mit speziellen Radsätzen zum automatischen Spurwechsel für den Verkehr bei Bahnen verschiedener Spurweite ausgerüstet sind, können die Überwindung der Systemgrenzen der Bahnen deutlich beschleunigen. Eine wesentliche Bedingung dafür ist jedoch, daß die zur Bremsung benötigten Bremsklotzsohlen ebenfalls automatisch an die veränderte Lage der Radlaufflächen angepaßt werden.Rail vehicles equipped with special wheel sets for automatic lane change for the Traffic on railways with different gauges can be overcome Significantly accelerate the system boundaries of the railways. However, an essential condition for this is that the brake shoe soles required for braking are also automatically connected to the changed position of the Wheel arches are adjusted.

Diese Aufgabe übernimmt die Bremsklotzumstellvorrichtung.The brake pad changeover device takes on this task.

In Abhängigkeit von der Bauart und Funktionsweise der Spurwechselradsätze sind einige Ausführungen von Bremsklotzumstellvorrichtungen bekannt.
So wird im UIC-Merkblatt 430-1 "Technische Vorschriften für Güterwagen, die zwischen Frankreich und Spanien mit Achswechsel an der Grenze verkehren" eine solche Einrichtung beschrieben, bei der die Bremsklotzschuhe auf den verlängerten Zapfen des Bremsdreieckes von Hand verschoben werden und durch Wechselkloben in den Endstellungen gesichert werden können. Die Zapfen sind fest mit der massiv ausgeführten Druckstrebe des Bremsdreiecks verbunden. Diese Aufsführungsform ist jedoch für den automatischen Spurwechsel ungeeignet.
In der Patentschrift FR-A-1.455.986 wird eine Bremsklotzumstellvorrichtung beschrieben, die in analoger Weise feststehende, verlängerte Zapfen aufweist, auf denen der Bremsklotzschuh mittels einer Gleithülse verschiebbar gelagert ist. Die Mitnahme des Bremsklotzes erfolgt hierbei durch beidseitig zum Radkranz angeordnete Mitnehmerlappen des Bremsklotzschuhes. Allerdings weist der Bremsklotz keinerlei selbsttätig wirksame Endlagensicherung auf, so daß die seitlichen Mitnehmer ständig den Bremsklotz zum Radsatz halten müssen. Dadurch unterliegen die Belagflächen der Mitnehmer einem hohen Verschleiß und die Mitnehmer müssen überdies konstruktiv für die Aufnahme hoher dynamischer Dauerbelastung ausgelegt werden.
In der Patentschrift DD 26972 wird eine Bremsklotzumstellvorrichtung beschrieben, bei der der Bremsklotzschuh mit einer verlängerten Buchse ausgerüstet ist und auf dem entsprechend lang ausgeführten Zapfen des Bremsdreieckes verschiebbar angeordnet ist. Die Mitnahme des Bremsklotzes beim Umspuren erfolgt durch beidseitig zum Radkranz angeordnete Mitnehmerlappen des Bremsklotzschuhes. Eine federbelastete Endlagensicherung, welche in eine Keilnut des Bremsdreieckzapfens wirkt, soll den Bremsklotzschuh in der jeweiligen Stellung arretieren. Damit ein Verkanten des Bremsklotzschuhes auf dem Zapfen während des Umstellens vermieden wird, muß die Führungslänge des Zapfens ausreichend lang ausgebildet werden. Hohe Biegespannungen im Zapfen sind eine Folge, welche durch die erforderlichen, umlaufenden Verriegelungsnuten noch ungünstig beeinflußt werden können. Ebenso ist die Abdichtung des Systems vor Verschmutzung problematisch.Depending on the type and function of the lane change wheel sets, some designs of brake pad changeover devices are known.
The UIC leaflet 430-1 "Technical regulations for freight wagons that travel between France and Spain with changing axles at the border" describes such a device, in which the brake block shoes are shifted by hand on the elongated pin of the brake triangle and by changing blocks in the end positions can be secured. The pins are firmly connected to the massive pressure strut of the brake triangle. However, this form of performance is unsuitable for automatic lane change.
The patent document FR-A-1.455.986 describes a brake pad change-over device which, in an analogous manner, has fixed, elongated pins on which the brake pad shoe is displaceably mounted by means of a sliding sleeve. The brake shoe is carried along by driver lugs of the brake shoe arranged on both sides of the wheel rim. However, the brake pad does not have any automatically effective end position protection, so that the side drivers must constantly hold the brake pad to the wheel set. As a result, the pad surfaces of the drivers are subject to high wear and tear and the drivers must also be designed to withstand high dynamic continuous loads.
In the patent specification DD 26972 a brake pad change-over device is described in which the brake pad shoe is equipped with an extended bushing and is displaceably arranged on the correspondingly long pin of the brake triangle. The brake pad is carried along when re-tracking by driver lugs of the brake shoe arranged on both sides of the wheel rim. A spring-loaded end position safety device, which acts in a keyway in the brake triangular pin, is intended to lock the brake shoe in the respective position. In order to prevent the brake shoe from tilting on the pin during the changeover, the guide length of the pin must be made sufficiently long. High bending stresses in the pin are a consequence, which can be adversely affected by the required circumferential locking grooves. Sealing the system from contamination is also problematic.

Eine Weiterentwicklung dieses Prinzips sieht die Anwendung einer schwenkbaren Endlagensicherungsfeder vor. Dadurch soll das Erreichen der Endlage verbessert werden, damit die Mitnehmerlappen während der normalen Fahrt möglichst keine Berührungen mit dem Radkranz erhalten. A further development of this principle sees the use of a swiveling End position securing spring. This should improve the reaching of the end position so that the If possible, driver flaps should not touch the wheel rim during normal driving receive.

Da jedoch die beiden Bremsklötze eines jeden Bremsdreieckes unabhängig voneinander umgestellt werden, darf das Spiel s zwischen Mitnehmerlappen und Radkranz nur so groß sein, daß der verbleibende Rest aus dem Spurweitenunterschied u ( = Umstellweg beider Bremsklotzschuhe) abzüglich der Summe aus zwei Spielen s - Mitnehmerlappen-Radkranz ( => erst nach Anliegen der Mitnehmer erfolgt das Umstellen) und abzüglich des Umstellweges u/2 eines Bremsklotzschuhes (=> das Umstellen beider Seiten erfolgt aufgrund der Reibverhältnisse und der Federtoleranzen nicht gleichmäßig) noch größer ist als der halbe Umstellweg u/4 eines Bremsklotzschuhes respektive eines Viertels des Spurweitenunterschiedes u, da nur dann gewährleistet wird, daß beide Bremsklotzschuhe sicher die neue Endstellung erreichen. Bei relativ kleinen Unterschieden u zwischen den beiden Spurweiten, auf denen das Spurwechselfahrzeug verkehren soll, ist die Gewährleistung eines ausreichenden Spieles s zwischen Radkranz und Mitnehmerlappen somit problematisch, zumal moderne Güterwagendrehgestelle relativ große Achslagerquerspiele aufweisen. Zur Vermeidung von Berührungen zwischen Mitnehmerlappen des Bremsklotzschuhes und dem Radkranz muß das Spiel s größer als das größte, zulässige Achslagerquerspiel sein.
Eine weitere Ausführungsvariante stellt die Lösung nach Patentschrift DD 26970 dar, bei der die Führungslänge des Bremsklotzschuhes durch eine zweite Führung im mittleren Bereich des Bremsdreieckes, welche starr mit dem Bremsklotzschuh ist, gewährleistet wird. Bei dieser Variante ist insbesondere der Schutz der Gleitflächen vor Verschmutzung und Schnee sowie die Vielteiligkeit nachteilig. Bei einer nach dieser Patentschrift ausgeführten Lösung wurden die beiden Bremsklotzschuhe eines Bremsdreieckes über einen gemeinsamen Federtopf als Endlagensicherung miteinander verbunden. Da dieser Federtopf keinerlei Verbindung zum Bremsdreieck selbst besitzt, gelten obige Ausführungen zum Umstellweg und Spiel des Mitnehmerlappens analog.
Nachteilig an den vorstehend beschriebenen Systemen ist ebenfalls, daß die Federkraft der Endlagensicherung stets eine Wirkungskomponente senkrecht zur Bewegungsrichtung des Umstellvorganges erzeugt, welche in den Lagerstellen des Bremsklotzschuhes abgefangen werden muß und daraus eine für das Umstellen behindernde Gleitreibungskraft erzeugt. Die Verschiebung des Bremsklotzschuhes während einer Bremsung hingegen wird stets nur durch die begrenzte Federkraft der Endlagensicherung und die Reibkraft in den Lagerstellen des Bremsklotzschuhes behindert, wobei die Kraft in den Lagerstellen des Bremsklotzschuhes auf dem Bremsdreieckzapfen stets gleich der Bremskraft am Bremsklotzschuh ist.However, since the two brake pads of each brake triangle are switched independently of one another, the play s between the driver flap and the wheel rim may only be so large that the remaining part of the track width difference u (= changeover distance of both brake block shoes) minus the sum of two games s - driver flap Wheel rim (=> the changeover takes place only after the drivers are in contact) and minus the changeover path u / 2 of a brake shoe (=> the changeover on both sides is not uniform due to the frictional relationships and the spring tolerances) is even greater than half the changeover path u / 4 one Brake shoe or a quarter of the track width difference u, since only then is it ensured that both brake shoes reach the new end position safely. With relatively small differences u between the two track gauges on which the lane change vehicle is to run, ensuring sufficient play s between the wheel rim and driving lugs is therefore problematic, especially since modern freight car bogies have relatively large axle bearing transverse play. To avoid contact between the driver flaps of the brake shoe and the wheel rim, the play s must be greater than the largest permissible transverse bearing play.
A further embodiment variant is the solution according to patent specification DD 26970, in which the guide length of the brake shoe is ensured by a second guide in the central area of the brake triangle, which is rigid with the brake shoe. In this variant, the protection of the sliding surfaces from dirt and snow and the multiplicity are particularly disadvantageous. In a solution designed according to this patent specification, the two brake block shoes of a brake triangle were connected to one another via a common spring pot as end position securing. Since this spring cup has no connection to the brake triangle itself, the above explanations regarding the changeover path and play of the driving lug apply analogously.
Another disadvantage of the systems described above is that the spring force of the end position securing always generates an active component perpendicular to the direction of movement of the changeover process, which must be intercepted in the bearing points of the brake shoe and generates a sliding frictional force which hinders the changeover. The displacement of the brake shoe during braking, on the other hand, is always only impeded by the limited spring force of the end position securing device and the frictional force in the bearing points of the brake shoe, the force in the bearing points of the brake shoe on the triangular brake pin always being equal to the braking force on the brake shoe.

In der Firmenschrift der Firma Talgo wird eine Bremsklotzustellvorrichtung gezeigt, welche ohne zusätzliche Endlagensicherungen auskommt. Hierbei wird ein Mitnehmer, welcher am verschiebbaren Achslagergehäuse des Halbradsatzes angebracht ist, zum Bewegen und Sichern des Bremsklotzschuhes auf dem Zapfen des Bremsdreieckes verwendet. Ein solches System ermöglicht zwar bei hoher Sicherheit eine relativ einfache Konstruktion, ist aber auf das spezielle Umspurprinzip des Systems "Talgo" beschränkt und hinsichtlich der konstruktiven Gestaltung des Mitnehmers nicht unbedenklich. In the Talgo company publication, a brake block delivery device is shown, which without additional end position safeguards. Here, a driver, which is the most displaceable Axle bearing housing of the half wheel set is attached to move and secure the Brake shoe used on the pin of the brake triangle. Such a system enables a relatively simple construction with high security, but is based on the special re-gauging principle of the "Talgo" system is limited and not with regard to the constructive design of the driver harmless.

Der Erfindung liegt nunmehr die Aufgabe zugrunde, eine automatische Bremsklotzumstell-einrichtung zu schaffen, welche unabhängig von der Bauart des Spurwechselradsatzes verwendet werden und die für heutige, moderne Fahrzeuge erforderlichen hohen Bremsklotzkräfte sicher übertragen kann, dabei von einfacher Konstruktion ist, welche leicht und umfassend vor Verschmutzung, Eis und Schnee geschützt werden kann, eine einfache Aufhängung des Bremsklotzschuhes besitzt, eine hohe Sicherheit gegen ungewolltes Umstellen als Folge von Bremsreaktionskräften und Reibschwingungen aus dem Bremsvorgang besitzt, insbesondere an den steuernden Mitnehmerelementen einen geringen Verschleiß durch ausreichenden Abstand gegenüber dem Radkörper aufweist und trozdem mit hoher Zuverlässigkeit umgestellt werden kann.The invention is based on the object of an automatic brake pad changing device to create which are used regardless of the design of the lane change wheel set and can safely transmit the high brake pad forces required for today's modern vehicles, is of simple construction, which is light and comprehensive from pollution, ice and Snow can be protected, has a simple suspension of the brake shoe, high Safety against unintentional changeover as a result of braking reaction forces and friction vibrations has from the braking process, especially on the controlling driver elements has little wear due to a sufficient distance from the wheel center and still can be converted with high reliability.

Erfindungsgemäß wird die Aufgabe dadurch gelöst, daß die Bremsklotzschuhe, welche Mitnehmerlappen mit einem großen Sicherheitsabstand zum Radkranz besitzen, in der Art herkömmlicher Standardbremsdreiecke auf einem Zapfen angeordnet werden. Dieser Zapfen ragt jedoch unter Beachtung der festigkeitsmäßig erforderlichen Querschnittsvergrößerung in die hohle Druckstrebe des Bremsdreieckes ("hohles Bremsdreieck") hinein und wird dort in zwei Gleitbuchsen geführt. Zwischen Zapfen und Bremsdreieck schützt ein Balg den inneren Mechanismus vor Verschmutzungen. Die Gleitbuchsen im hohlen Bremsdreieck können aufgrund der räumlichen Verhältnisse in einem sehr großen Abstand angeordnet sein, so daß der Verschiebevorgang nicht durch Selbsthemmung gefährdet wird. Aufgrund des äußeren Kraftangriffes an dem Zapfen werden während der Bremsung zusätzliche Lagerkräfte in den Gleitbuchsen erzeugt, so daß die resultierenden Reibkräfte in Querrichtung des Bremsdreieckes größer sind als die an den Bremsklötzen durch die Neigung der Laufflächen resultierenden Querkräfte und somit die Verriegelung stets gewährleistet bleibt.
Am Ende der verjüngten Zapfen greifen beide über Mitnehmerflächen in eine im Bremsdreieck gelagerte Verriegelungskurbelwelle ein, welche federbelastet die Endstellungen gewährleistet. Die Aufhängung des Bremsklotzschuhes am Untergestell des Wagens bzw. Drehgestellrahmen erfolgt in Schwerpunktaufhängung, je nach räumlichen Möglichkeiten entweder mit balligen Bolzen und Buchsen, so daß sich das Bremsklotzhängeeisen stets leicht schräg einstellt und die resultierenden Querkräfte durch die Endlagensicherung aufgenommen werden können, oder mittels einer verschiebbaren Lagerung, wobei Mitnehmer am Bremsklotzschuh ein gewisses Auspendeln des Hängeeisens zulassen. Sind die Umstellwege ausreichend groß, so kann auch die Umstellung der beiden Seiten unabhängig voneinander erfolgen, wobei die Endlagensicherung dann über einen federbelasteten Kniehebelantrieb erfolgt.According to the invention the object is achieved in that the brake block shoes, which have driving lugs with a large safety distance from the wheel rim, are arranged on a pin in the manner of conventional standard brake triangles. However, this pin protrudes into the hollow pressure strut of the brake triangle ("hollow brake triangle") , taking into account the required increase in cross-section, and is guided there in two sliding bushes. A bellows between the pin and the brake triangle protects the inner mechanism from dirt. The sliding bushes in the hollow brake triangle can be arranged at a very large distance due to the spatial conditions, so that the displacement process is not endangered by self-locking. Due to the external force applied to the pin, additional bearing forces are generated in the sliding bushes during braking, so that the resulting frictional forces in the transverse direction of the brake triangle are greater than the transverse forces resulting on the brake pads due to the inclination of the treads, and thus the locking is always guaranteed.
At the end of the tapered pins, both engage over driving surfaces in a locking crankshaft mounted in the brake triangle, which ensures the end positions under spring load. The brake shoe is suspended from the base of the car or bogie frame, depending on the space available, either with spherical bolts and bushings, so that the brake shoe always adjusts slightly and the resulting transverse forces can be absorbed by the end position safety device, or by means of a displaceable device Storage, whereby drivers on the brake shoe allow the hanging iron to swing out to a certain extent. If the changeover paths are sufficiently large, the changeover of the two sides can also be carried out independently of one another, the end position securing then taking place via a spring-loaded toggle lever drive.

An einem Ausführungsbeispiel soll die Erfindung kurz erläutert werden. The invention will be briefly explained using an exemplary embodiment.

Fig.1 zeigt die Draufsicht auf einen Spurwechselradsatz (1) mit dem Schnitt durch die erfindungsgemäße Bremsklotzumstelleinrichtung in der Stellung "Spurweite 1 (Sp1)". Fig. 2 zeigt gleiches in Stellung "Spurweite 2 (Sp2)". Fig. 3 zeigt die Ansicht des Verriegelungsmechanismus. Fig. 4 und 5 zeigen Varianten des Verriegelungsgestänges, während Fig. 6 und 7 die mögliche Aufhängung der Bremsklotzsschuhe (4, 4') am Untergestell zeigen.
Der Spurwechselradsatz (1) befindet sich in Stellung Sp1, die beiden Mitnehmerlappen (2 und 2' bzw. 3 und 3') eines jeden Bremsklotzschuhes (4, 4') haben den Abstand s vom Radkranz (5, 5') des Radsatzes (1). Die Bremsklotzschuhe (4, 4') sind auf den Zapfen (6, 6') drehbar gelagert und mit einem herkömmlichen Splint (7) oder ähnlichem gelagert. Die Zapfen (6, 6') wiederum sind im Bremsdreieck (8) gelagert, wobei die Lagerstellen mit den nichtmetallischen Gleitbuchsen (9, 9' und 10, 10') ausgerüstet sind. Die Buchsen (9, 9' und 10, 10') dienen gleichzeitig als Endanschläge für den Zapfen (6, 6'), weshalb dieser mit den Anschlägen (11 bzw. 11' und 12 bzw. 12') ausgerüstet ist. Der Anschlag (12, 12') ist demontierbar, so daß die Zapfen (6, 6') von außen in das Bremsdreieck (8) eingeschoben werden können. Die Verbindungstelle zwischen Zapfen (6, 6') und Bremsdreieck (8) wird durch einen Gummifaltenbalg (13 bzw. 13') vor Witterungseinflüssen und Verschmutzung geschützt. An den Enden der Zapfen (6, 6') sind die Mitnehmer (14, 14') angeschraubt, welche über die Gleitstücke (15, 15') auf die Zapfenhebel (16) der Verriegelungskurbelwelle (17) wirkt, wie in Fig. 3 erkennbar ist. Diese Kurbetwelle (17) ist drehbar im Bremsdreieck (8) gelagert und trägt gleichzeitig Hebel (18) für die Verrisgetungsfedern (19, 19').
Fig. 6 zeigt, daß der Bremsklotzschuh (4) mit dem balligen Bolzen (20) am schwenkbaren Bremsklotzhängeeisen (21) aufgehangen ist, welches wiederum mit einem balligen Bolzen (22) im Bremsklotzhängeeisenlager (23) aufgehangen ist.
Die Mitte des Bremsklotzhängeeisenlagers (23) befindet sich in der Mitte (u4) des Umstellweges u2 eines Radkranzes (5), so daß das Bremsklotzhängeeisen (21) jeweils schräg hängt.
Während des Umspurvorganges von Sp1 nach Sp2 verschiebt sich der Radkranz (5) um den Umstellweg u2, wobei u die Spurweitendifferenz zwischen den beiden Spurweiten darstellt Zuerst werden dabei die entsprechenden Spiele s zwischen den Radkränzen (5, 5') und den Mitnehmerlappen (2 und 3) überwunden. Bei fortschreitendem Umspurvorgang werden nun die Zapfen (6, 6') aus dem Bremsdreieck (8) herausgezogen, wobei dies gleichzeitig zu einer Verdrehung der Verriegelungskurbelwelle (17) führt. Dadurch können sich die beiden Zapfen (6, 6') einerseits nur gleichzeitig bewegen, andererseits müssen so die Zapfen (6, 6') gegen die Kraft der Verriegelungsfedern (19, 19') arbeiten. Sobald diese Verriegelungsfedern (19, 19') ihren Totpunkt erreicht und überschritten haben, sorgt deren Federkraft für das selbsttätige weitere Verschieben der Zapfen (6, 6'), bis diese mit ihren Anschlägen (12, 12') an den Buchsen (10, 10') anliegen und somit die Endstellung der Bremsklotzumstelleinrichtung in Stellung Sp2 erreicht und die Spiele s zwischen Radkranz (5, 5') und Mitnehmerlappen (2.2 und 3.3) wieder gewährleistet sind. 1 shows the top view of a wheel change wheel set (1) with the section through the brake pad change-over device according to the invention in the position "track width 1 (Sp1)". Fig. 2 shows the same in the "track 2 (Sp2)" position. Fig. 3 shows the view of the locking mechanism. Fig. 4 and 5 show variants of the locking linkage, while Fig. 6 and 7 show the possible suspension of the brake shoe (4, 4 ') on the base.
The lane change wheel set (1) is in position Sp1, the two drive tabs (2 and 2 'or 3 and 3') of each brake shoe (4, 4 ') have the distance s from the wheel rim (5, 5') of the wheel set ( 1). The brake shoe (4, 4 ') are rotatably mounted on the pin (6, 6') and mounted with a conventional cotter pin (7) or the like. The pins (6, 6 ') are in turn mounted in the brake triangle (8), the bearing points being equipped with the non-metallic sliding bushes (9, 9' and 10, 10 '). The bushings (9, 9 'and 10, 10') also serve as end stops for the pin (6, 6 '), which is why it is equipped with the stops (11 or 11' and 12 or 12 '). The stop (12, 12 ') can be removed, so that the pins (6, 6') can be inserted from the outside into the brake triangle (8). The connection point between the pin (6, 6 ') and the brake triangle (8) is protected from the weather and dirt by a rubber bellows (13 or 13'). The drivers (14, 14 ') are screwed onto the ends of the pins (6, 6') and act on the pin levers (16) of the locking crankshaft (17) via the sliding pieces (15, 15 '), as in FIG. 3 is recognizable. This crankshaft (17) is rotatably mounted in the brake triangle (8) and at the same time carries levers (18) for the riser springs (19, 19 ').
Fig. 6 shows that the brake shoe (4) with the spherical bolt (20) is suspended on the pivotable brake shoe hanger (21), which in turn is suspended with a spherical bolt (22) in the brake shoe hanger bearing (23).
The center of the brake block hanging iron bearing (23) is in the middle (u4) of the changeover path u2 of a wheel rim (5), so that the brake block hanging iron (21) hangs at an angle.
During the gauging process from Sp1 to Sp2, the wheel rim (5) shifts by the changeover path u2, where u represents the track width difference between the two track gauges.First, the corresponding clearances s between the wheel rim (5, 5 ') and the driving lugs (2 and 3) overcome. As the gauging process progresses, the pins (6, 6 ') are now pulled out of the brake triangle (8), which at the same time leads to a rotation of the locking crankshaft (17). As a result, the two pins (6, 6 ') on the one hand can only move simultaneously, on the other hand, the pins (6, 6') must work against the force of the locking springs (19, 19 '). As soon as these locking springs (19, 19 ') have reached and exceeded their dead center, their spring force ensures that the pins (6, 6') are automatically moved further until the stops (12, 12 ') on the bushes (10, 10 ') and thus the end position of the brake pad change-over device in position Sp2 is reached and the play s between the wheel rim (5, 5') and driving lugs (2.2 and 3.3) are guaranteed again.

Eine weitere Variante der Endlagengestaltung stellt Fig. 4 dar. Hierbei wurde die innere Lagerstelle (10, 10') des Zapfens (6, 6') derart gestaltet, das diese durch zwei Gleitstücke (24, 24') gegenüber dem Bremsdreieck (8) geführt wird und sich auf den Bolzen (25, 25') gleichzeitig die Verbindungsstange (26, 26') zur Verriegelungskurbelwelle (17) abstützt. Ebenso können sich - wie Fig. 5 zeigt - auf den Bolzen (25, 25') der Kniehebel (27, 27') abstützen, welcher an ihrem Ende durch die Verriegelungsfeder (19, 19') belastet werden und somit die Endstellung sichern und die Umstellbewegung unterstützen. In diesem Falle wird die Verriegelungswelle (17) ohne die Hebel (18) ausgeführt. Weiterhin dienen in dieser Ausführungsvariante die Anschläge (28, 28' und 29, 29') der Gleitstücke (24, 24') gleichzeitig als Bewegungsbegrenzung für die Endlage der Zapfen (6, 6'), so daß diese keine Anschläge (11, 11' und 12, 12') benötigen. Sollte die Bedingung u/2 - 2*s >> u/4 erfüllt sein - dies ist bei sehr großen Spurweitendifferenzen der Fall - so kann auch auf die Kopplung der beiden Zapfen (6, 6') mit dem Bremsdreieck (8) über die Verriegelungswelle (17) verzichtet werden, so wie in Fig. 5 dargestellt. Eine mögliche Ausführung des Bremsklotzhängeeisens zeigt Fig. 7. In diesem Fall ist das Bremsklotzhängeeisen (21) seitlich verschiebbar auf dem Bolzen (30) des Bremsklotzhängeeisenlagers (31) angeordnet und die Anschläge (32, 32') am Bremsklotzschuh (4) gewährleisten unter Beachtung eines gewissen Pendelweges die Mitnahme des Bremsklotzhängeeisens (21).Another variant of the end position design is shown in FIG. 4. Here, the inner bearing point (10, 10 ') of the pin (6, 6') designed in such a way that they are opposed by two sliding pieces (24, 24 ') the brake triangle (8) is guided and the bolts (25, 25 ') at the same time Support connecting rod (26, 26 ') to the locking crankshaft (17). Likewise - how Fig. 5 shows - on the bolt (25, 25 ') of the toggle lever (27, 27') support, which at its end be loaded by the locking spring (19, 19 ') and thus secure the end position and the Support changeover. In this case, the locking shaft (17) without the levers (18) executed. The stops (28, 28 'and 29, 29 ') of the sliding pieces (24, 24') simultaneously as a movement limitation for the end position of the pins (6, 6 ') so that they do not require any stops (11, 11' and 12, 12 '). If the condition u / 2 - 2 * s >> u / 4 must be fulfilled - this is the case with very large track width differences - this can also be the case the coupling of the two pins (6, 6 ') with the brake triangle (8) via the locking shaft (17) can be dispensed with, as shown in FIG. 5. A possible execution of the Fig. 7 shows the brake pad hanging iron. In this case the brake pad hanging iron (21) is on the side slidably arranged on the bolt (30) of the brake pad hanging iron bearing (31) and the Stops (32, 32 ') on the brake shoe (4) ensure that a certain amount is observed Pendelweg the entrainment of the brake pad hanging iron (21).

Claims (8)

  1. Brake block transposing apparatus for rail vehicles having devices for automatic gauge changing, comprising two as such known brake block shoes (4, 4') with conventional driving lugs (2, 2', 3, 3') in relation to the wheel rim (5, 5'), wherein the brake block shoes (4, 4') in a generally known manner are supported on journals (6, 6') and wherein the braking apparatus comprises a brake triangle (8) with a diagonal strut (8'), characterized in that the diagonal strut (8') is of a hollow construction and that the journals (6, 6') are supported displaceably in the diagonal strut (8') by two bearing points (9, 9' and 10, 10'), and in such a way that no self-locking impedes the displaceability.
  2. Brake block transposing apparatus according to claim 1, characterized in that the two journals (6, 6') of a brake triangle (8) are connected by drivers (14, 14') or levers (26, 26') and a locking crankshaft (17), which is rotatably supported in the brake triangle (8) and/or inside the diagonal strut (8').
  3. Brake block transposing apparatus according to claim 1 and 2, characterized in that the locking shaft (17) is held in the end positions by one or more locking springs (19).
  4. Brake block transposing apparatus according to claim 1, characterized in that the journals (6, 6') have stops (11, 11' and 12, 12'), which correspond with the slide bushes (9, 9' and 10, 10') in the brake triangle (8).
  5. Brake block transposing apparatus according to claim 1, characterized in that the locking springs (19, 19') via toggle levers (27, 27') hold the journals (6, 6') in the end positions.
  6. Brake block transposing apparatus according to claim 1, characterized in that the slide blocks (24, 24') correspond with the end stops of the brake triangle (8).
  7. Brake block transposing apparatus according to claim 1, characterized in that the brake block hangers (21) are disposed in crowned bolts (20, 22) so as to swing about the central position.
  8. Brake block transposing apparatus according to claim 1, characterized in that the brake block hangers (21) are disposed displaceably on the bolt (30) and the brake block shoes (4, 4') have stops (32, 32') corresponding therewith.
EP19970109631 1997-06-13 1997-06-13 Brake shoe shifting device Expired - Lifetime EP0899177B1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
ES97109631T ES2179245T3 (en) 1997-06-13 1997-06-13 BRAKE PADS TRANSFER DEVICE.
DE59707866T DE59707866D1 (en) 1997-06-13 1997-06-13 Brake pad change-over
PT97109631T PT899177E (en) 1997-06-13 1997-06-13 DEVICE FOR THE CHANGE OF POSITION OF BRAKES CALCOS
EP19970109631 EP0899177B1 (en) 1997-06-13 1997-06-13 Brake shoe shifting device
NO973084A NO973084L (en) 1997-06-13 1997-07-02 Brake Conversion Device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19970109631 EP0899177B1 (en) 1997-06-13 1997-06-13 Brake shoe shifting device

Publications (2)

Publication Number Publication Date
EP0899177A1 EP0899177A1 (en) 1999-03-03
EP0899177B1 true EP0899177B1 (en) 2002-07-31

Family

ID=8226910

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19970109631 Expired - Lifetime EP0899177B1 (en) 1997-06-13 1997-06-13 Brake shoe shifting device

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EP (1) EP0899177B1 (en)
DE (1) DE59707866D1 (en)
ES (1) ES2179245T3 (en)
NO (1) NO973084L (en)
PT (1) PT899177E (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2492790B1 (en) * 2013-03-08 2015-05-14 Salvador COSTA ESPARZA Variable width axle for railway vehicles and their automatic identification and location system
CN104960542A (en) * 2015-06-30 2015-10-07 包头北方创业股份有限公司 Foundation braking deviation prevention structure of railway wagon
CN106915361B (en) * 2017-03-21 2019-04-12 中车山东机车车辆有限公司 A kind of dress gauge-changeable bogie of adjustable unit brake apparatus
CN107628059B (en) * 2017-09-01 2023-05-26 中车唐山机车车辆有限公司 Braking device applied to variable-track-gauge bogie
CN110682933B (en) * 2018-07-05 2020-07-14 中车唐山机车车辆有限公司 Bogie and rail vehicle
CN109501831B (en) * 2018-12-07 2024-04-26 中国铁道科学研究院集团有限公司 Rail-changing device for brake clamp
KR102218950B1 (en) 2019-08-06 2021-02-24 한국철도기술연구원 Brake shoe holder in the gauge-changeable bogie
CN110920662A (en) * 2019-12-20 2020-03-27 江山根咯科技有限公司 Internal and external brake device for railway locomotive
ES2902457B2 (en) * 2022-01-25 2022-11-11 Variable Gauge Systems Sl BRAKE MECHANISM FOR RAILWAY VEHICLES WITH TRACK GAUGE CHANGE AXLES

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE357288C (en) * 1920-03-12 1922-08-21 Eisenbahn Feldbahn Hoch Und Ti Device for changing lanes on all types of railway vehicles
ES313723A1 (en) * 1965-05-25 1965-09-01 Barbera Vizcarro Jose System of sliding wheels for wagons and railway cars. (Machine-translation by Google Translate, not legally binding)
FR91872E (en) * 1966-12-28 1968-08-23 Ind D Soule Ets Automatically variable gauge axles for railway equipment
CH477312A (en) * 1969-02-27 1969-08-31 Inventio Ag Changeover device for brake pads on lane changing wheelsets

Also Published As

Publication number Publication date
PT899177E (en) 2002-11-29
EP0899177A1 (en) 1999-03-03
NO973084D0 (en) 1997-07-02
ES2179245T3 (en) 2003-01-16
NO973084L (en) 1998-12-14
DE59707866D1 (en) 2002-09-05

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