EP3194228A1

EP3194228A1 - Method and actuation device for deicing a rail vehicle

Info

Publication number: EP3194228A1
Application number: EP15756628.2A
Authority: EP
Inventors: Rüdiger ZENZ
Original assignee: Siemens AG Oesterreich
Current assignee: Siemens AG Oesterreich
Priority date: 2014-09-18
Filing date: 2015-08-27
Publication date: 2017-07-26
Also published as: AT516356A1; RU2666615C1; WO2016041760A1

Abstract

The invention relates to a method for deicing brake actuators (1) on a rail vehicle, said brake actuators (1) being movable from a rest position (2) in which the brake actuators (1) are disengaged into a braking position in which an engagement force (F_S) is applied to the brake actuators (1). In order to deice the brake actuators (1), even during operation of the rail vehicle, the brake actuators (1) are moved from the rest position (2) into a deicing position in which a disengagement force (F_O) counteracting the engagement force (F_S) is applied to the brake actuators (1) in order for ice to detach therefrom.

Description

description

Method and actuating device for deicing a rail vehicle

Technical area

The invention relates to a method for deicing brake actuators of a rail vehicle, wherein the

Brake actuators from a rest position in which the brake actuators are opened, can be moved to a braking position in which a closing force on the

Brake actuators is exercised, as well as a

Actuating device for carrying out the method.

Brake actuators generate a frictional force against a rotatable, braked component of a brake. Brake actuators may be, for example, brake calipers, calipers, brake pads or brake shoes used in friction brakes such as disc or pad brakes.

State of the art

Rail vehicles are usually equipped with several braking systems, of which the friction brake is classified as particularly safety-relevant. Such

Friction brake converts the kinetic energy and the

Difference of potential energy via friction partner to heat. Here are brake actuators such as brake calipers or

Brake blocks against a counterpart, for example a

Brake disc, pressed and thereby brought about a deceleration or complete stoppage of the rail vehicle.

In winter operation in particular, there is a risk that the brake actuators will freeze or freeze, because the development of heat during actuation of the brake melts ice or Snow that has accumulated on the elements during the journey. Once the heat energy has been released to the environment, the formed melt water freezes again due to the speed of movement of the rail vehicle and the low outside temperatures and thus forms an "ice sheet" around the brake actuators.

This freezing endangers the safe operation of the

Rail vehicle, as the worst case friction brakes can not move and therefore increased

Risk of accident exists.

It is known that rail vehicles after a

Outdoor use in thawing halls are defrosted to a

De-icing. In the process, icing is removed on the entire vehicle and especially in the area of the brakes, so that at the beginning of the next operation it can be guaranteed that no more icing exists. Steamers are often used for this purpose

De-icing used. As a result, however, a penetration of water is favored in the brake cylinder, which can lead to corrosion of the brake cylinder. In addition, the high pressure of the Dampfstrahier also lead to damage in the area of the bellows and the seals.

Another disadvantage is the fact that de-icing can only take place during downtime and is not possible during operation.

OBJECT OF THE INVENTION It is therefore an object of the present invention to provide a method and a device for vehicles, in particular rail vehicles, which does not have the disadvantages of the prior art and a De-ice the brake actuators even during active operation allows. In particular, brake systems should be inexpensive and easy to retrofit.

Presentation of the invention

This object is achieved by a method having the features of patent claim 1. Advantageous embodiments of the invention are defined in the respective dependent claims.

It is inventively provided that the

Brake actuators from the rest position into one

De-icing position are moved, in which one of the

Closing force counteracting opening force on the

Brake actuators is exercised to solve a glaciation

The braking position refers to a position in which the brake actuators contact their counterpart, for example a brake disk, and a force proportional to the closing force is exerted on the counterpart. Under rest position is understood a position in which the brake actuators do not contact the counterpart and no closing force is exerted on them.

By the opening force and the movement in the

Defrosting position can cause icing of the brake actuators resulting from the melting of snow and ice due to the evolution of heat during a braking operation and the

subsequent freezing of the melt water results, be removed. The force proportional to the opening force exerted on such an "ice shell" will blow it up, shatter it or break it off

Rail vehicle done so permanent icing be prevented and so the functionality of the

Braking system is given at any time.

To provide a simple actuator mechanism for the required forces, one embodiment provides that the opening force or closing force exerted on the brake actuators is generated via a piston which is guided in a brake cylinder. In which

Cylinder / piston principle is a proven principle of rail vehicle technology, which works reliably and is easy to manufacture and assemble.

According to a further embodiment variant of the invention, the piston divides the brake cylinder into two chambers and the opening force or closing force of the piston is achieved by a change in the pressure in at least one of the chambers. An embodiment of the brake cylinder as a double-acting cylinder, wherein the piston on both sides respectively in both chambers formed with pressure

can be acted upon, is advantageous because a movement of the piston in both directions can be brought about by a pressure change in the respective chamber. The

Pressure change leads to a movement of the piston or to build up an opening or closing force. The pressure change can take place either continuously or stepwise. Existing brake systems with single-acting cylinders can be easily converted to double-acting cylinders.

An alternative embodiment of the invention provides that

in the rest position, a first pressure level prevails in one of the chambers,

- In the braking position prevails a second pressure level in the same chamber, which is lower than the first pressure level and

in the de-icing position, a third pressure level prevails in the same chamber, which is higher than the first one Pressure level. In particular, in passive braking systems, such as spring brakes, the braking force is generated by a spring element, which is arranged in one of the two chambers. In the rest position that chamber without spring element is acted upon by the first pressure level, so that the spring element is biased and the brake actuators are opened. In order to move the brake actuators from the rest position to the braking position, the pressure level is lowered to the second pressure level, so that the spring element relaxes and exerts the closing force on the piston. To the brake actuators from the rest position in the

Move the defrosting position, the pressure level is increased to the third pressure level, so that the spring element is biased stronger and acts by the difference of the first and third pressure levels, the opening force on the piston. Thus, even for a passive braking system in a simple manner, a de-icing during operation can be performed.

In a further embodiment, the medium used for pressure build-up is liquid or gaseous, preferably

Compressed air or hydraulic oil. This makes it possible

use pneumatic or hydraulic systems to build up the required pressure. Liquid media have the advantage that they are usually incompressible, but these can only be used in a certain temperature range because of their viscosity. Although gaseous media are compressible, compressed air, for example, can be produced at any time and there are no temperature limits relevant to the process.

A particularly preferred embodiment provides that the movement of the brake actuators from the rest position to the defrosting position in the opposite direction as the movement in the braking position. Thus, will

For example, a mechanical malfunction is excluded, which leads to a movement in the braking position, although a movement to the defrosting position is desired. Such a However, malfunction would be conceivable if the braking position and the de-icing position were in the same direction of movement. In the de-icing position are the

Brake actuators even further away from your

Counterpart, for example, a brake disc, as in the rest position.

In a further particularly preferred embodiment, it is provided that the brake actuators by 1 to 8 mm, preferably 2 to 6 mm, from the rest position in the

De-icing position to be moved. As a result of the movement of the brake actuators outwards, ie away from the counterpart, for example the brake disk, the icing between the brake actuator and the counterpart is fragmented or broken off without significant heat energy being generated, which could again lead to icing.

According to another particularly preferred

Embodiment variant, the opening force is between 20 and 50 kN, preferably between 30 and 40 k. Experience has shown that this force is sufficient to be used in practice

Dissolve icing.

The initially asked task is also by a

Actuating device for carrying out a

inventive method achieved with which the

Brake actuators by means of a closing force from a

Rest position are movable in a braking position. The object stated in the introduction is achieved in that the brake actuators by means of an opening force in a

De-icing position are movable.

An actuator or an actuator serves to apply the required closing or opening force. In this case, the actuator is connectable to the brake actuators, with other elements between the

Actuator and the brake actuators can be arranged. Connectable refers in this context on the power flow, which must be forwarded to the brake actuators themselves.

In a preferred embodiment of the

Actuator is the distance between the rest position and the defrosting position of the brake actuators between 1 and 8 mm, preferably 2 and 6 mm. As a result, a movement is generated which ruptures and splinters the icing, whereby the splintering ice from the

Interspace of brake actuator and counterpart (brake disc) falls down.

A further preferred embodiment of the

Actuator provides that this one

Includes brake cylinder and a piston guided therein, wherein the piston is movable from a rest position to a braking position and connected to the brake actuators. It is under the braking position of the piston to that position

understand that the piston occupies when the

Brake actuators are in the braking position, so

are closed. Since, due to the mechanical connection along the power flow, the piston and the brake actuators are connected, the brake position of the brake actuators a unique brake position of the piston can be assigned. Analogous considerations apply to both the resting position and the de-icing position.

In order to enable defrosting even for a passive braking system, for example a spring-loaded brake, an alternative embodiment of the invention provides that the piston divides the brake cylinder into two chambers and a spring element is arranged in the first chamber and a first pressure supply line in the second chamber wherein the spring element in the defrosting position has a higher bias than in the rest position. It is of course equally conceivable that the first and second chambers are reversed or even in the spring element having chamber, a second pressure supply line is provided. According to a further preferred embodiment variant of the actuating device, the piston divides the brake cylinder into two chambers and a corresponding pressure supply line is arranged in each chamber. The division into two chambers is due to the cylinder - piston principle, since the piston must seal the two chambers in any case against each other to allow a pressure build-up. The volume of the two chambers is not static, but changes with the position of the piston in the brake cylinder. As a result, however, both chambers have their own and separately controllable

Having pressure supply line, it is possible to obtain a double-acting cylinder in which a pressure build-up in each of the two chambers is possible and thus the piston can exert both a closing force and a closing force counteracting the opening force on the brake actuators. In alternative embodiments, a spring element can be arranged in at least one of the chambers, which exerts a bias on the piston in at least one position.

In a further preferred embodiment of the

Actuating device, at least one valve is provided which is connected on the one hand with the pressure supply lines and on the other hand connected to a pressure source. By one or more valves, a pressure source, such as a pressure circuit or a pressure vessel connected to a compressor, can be used in a simple manner to pressurize both pressure supply lines.

A particularly preferred embodiment provides that via only one valve, depending on the desired position of the piston, the pressure supply lines are releasable and closable. The position of the valve thus makes it possible to pressurize only one pressure supply while the other remains closed. As a result, a separate control of the pressure lines is achieved. In an alternative

Variant, there is a valve position in which no the two pressure supply lines is pressurized, so both are closed or a valve position in which both pressure supply lines are open. The desired position of the piston refers to the rest, brake or

Defrost position.

Another particularly preferred embodiment provides that in the braking position of the piston, the first

Released pressure supply and the second is closed to build pressure in the first chamber and that released in the defrosting position, the second pressure supply line and the first is closed to build up pressure in the second chamber. The built-up pressure in one of the chambers leads to a movement of the piston, so that the volume of the chamber in question is increased, or to build up a closing or opening force. The type of installation of the brake cylinder and the connection with the brake actuators is crucial in which chamber pressure must be built in order to achieve the desired force or movement direction of the piston.

According to another particularly preferred

Variant, the valve is electromagnetic

can be controlled and the valve is preferably a 4/2-way valve. The electromagnetic control makes it possible to change the valve position

For example, make a central on-board electronics system, so that, for example, the rail vehicle guide the movement of the brake actuators in the

De-icing position from the cab can cause. A 4/2-way valve, a valve with four ports, including a vent port and two different valve positions, is particularly well-suited for pressurizing a double-acting cylinder. Depending on the embodiment, however, other valves are conceivable that have more connections or allow valve positions. Brief description of the figures

To further explain the invention, reference is made in the following part of the description to the figures, from the further advantageous embodiments, details and

Developments of the invention can be seen. The figures are to be understood as exemplary and should the

Outline invention character, but do not constrict it or even conclude. Show it:

Fig. La an actuator of an active

Brake system, wherein the brake actuator in the

Rest position is located

Fig. Lb an actuator of an active

Braking system in the braking position

Fig. Lc an actuator of an active

Brake system in the defrost position

Fig. 2a is an actuating device of a passive

Brake system, wherein the brake actuator in the

Rest position is located

Fig. 2b is an actuating device of a passive

Braking system in the braking position

Fig. 2c an actuator of a passive

Brake system in the defrost position

Embodiment of the invention

In the figures, only one brake actuator 1 is shown for the sake of clarity, which in this case

Embodiment is designed as a brake caliper 1. Also on the representation of a counterpart, such as a brake disc, which must forcibly have a friction surface and is attached to an axle of the rail vehicle, was omitted for the same reason. It goes without saying, however, that the second brake caliper of a pair of brake calipers analogous to that in the sequence described brake caliper 1 can be actuated or otherwise trained brake actuators 1 work on the same principle.

The illustrated in the figures brake caliper 1 is shown only schematically and consists of a friction surface 15, a molded part, which is mounted on a rotary joint, and a lever on which an actuator engages. It is one

Variety of different configurations of

Brake caliper 1 possible, in particular a crossover on the rotary joint, but the embodiments have no effect on the functioning of the invention.

Figures la, b, c relate to a so-called active braking system of a rail vehicle. There is one

Brake cylinder 6 is provided, in which a piston 5 is guided. The piston 5 divides the brake cylinder 6 while in a first chamber 7 and a second chamber 8 and is connected to the

Brake caliper 1 connected. In this case, the piston 5 is so

formed so that it seals the two chambers 7,8 against each other and the chambers 7.8, depending on the position of the piston 5, reduce or enlarge.

Via a valve 12, which here as a 4/2-way valve

is executed, the pressure build-up in the chambers 7,8 is regulated. The valve 12 is connected for this purpose on the one hand with a pressure source 13, for example a high pressure line or a high pressure system or a compressor, and the discharge side with a first pressure supply line 9 and a second pressure supply line 11. The serve

Pressure supply lines 9,11 to build pressure in one of the chambers 7,8, which is why the first pressure supply line 9 to the first chamber 7 and the second pressure supply line 11 is connected to the second chamber 8, wherein the medium used in the pressure circuit either to Air, in a pneumatic pressure system, or hydraulic oil, in a hydraulic pressure system acts. The valve 12 is actuated electromagnetically via a control device. Fig. La shows an active braking system described above, in which the brake caliper 1 with its friction surface 15 is in the rest position 2. In this case, none of the chambers 7.8 is pressurized and a, in the second chamber. 8

arranged spring element 14, in this case a

Return spring, has no bias - the

Brake caliper 1 or its friction surface 15 is not engaged with the counterpart, for example, the friction surface of a

Brake disc.

If now the first pressure supply line 9 is released via the valve 12, the pressure in the first chamber 7 increases and the piston 5 moves linearly in the brake cylinder 6 to the left, whereby the friction surface 15 of the brake calliper 1 moves to the right into a braking position 3, in which a closing force F _{s is} exerted on the brake caliper 1, as can be seen in Fig. Lb. In this case, the spring element 14 is biased in the second chamber 8. The closing force F _s is amplified via the lever law, then via the friction surface 15 of the brake caliper 1 in the counterpart, for example, the friction surface of a

Brake disc, initiated, reducing the kinetic energy as well as changing the potential energy of the

Rail vehicle is converted into frictional heat. If the pressure supply via the first pressure supply line 9 is set, then the bias of the spring element 14 provides the necessary restoring force to move the piston 5 or the brake caliper 1 and its friction surface 15 back into the rest position 2.

Due to the heat development and subsequent cooling, it may now, as mentioned above, come to icing of the brake calipers 1, so that under certain circumstances, the entire mechanism of the brake caliper 1 may be adversely affected.

In order to minimize this safety-relevant risk, it is now possible to release the second pressure supply line 11 via the valve 12 so that pressure builds up in the second chamber 8 and the piston 5 moves in the opposite direction - here to the right - moved, whereby an opening force F _{0 is} exerted on the brake caliper 1, as shown in Fig. Lc can be seen.

As a result, the friction surface 15 of the brake caliper 1, preferably between 2 and 6 mm, away from its counterpart, for example, the friction surface of a brake disc (thus enters the defrost position 4, which is here for the friction surface 15 left of the rest position 2) and exercises one to

Opening force F ₀ proportional force on the icing, whereby the icing splinters or breaks without significant heat energy arises. This ensures that the brake caliper 1 is fully operational at any time.

Alternative embodiment of the invention

Figures 2a, b, c show an alternative

Implementation variant in the place of an active

Brake system a passive braking system, like a

Spring brake, is used. The basic structure of the brake systems is the same as previously described, in the sequence is only on the relevant

Differences received:

In contrast to the active brake system is in a passive brake system in the rest position 2, the second chamber 8 is pressurized, so that a arranged in the first chamber 7 spring element 14 has a bias, as shown in Fig. 2a can be seen. At the present

Embodiment variant, the brake cylinder 6 is designed as a single-acting cylinder, so that only the second

Chamber 8 has a pressure supply line 9. The pressure feed line 9 is connected to a pressure source 13, whereby the arrangement of valves is conceivable, e.g. a valve 12 as in Fig. La.

If the pressure in the second chamber 8 is reduced, the piston 5 is moved by means of the spring force of the spring element 14 into the braking position 3, in which the latter has a closing force F _s on the brake caliper 1 exerts. This position is shown in Fig. 2b.

In order to generate an opening force F ₀ and to move the piston 5 or the brake caliper 1 into the defrosting position 4 (Figure 2c), it is necessary that the pressure source 13 can provide a second higher pressure level for the second chamber 8 than in the resting position 2.

The advantage of a passive braking system is that a possible pressure loss in the pressure source 13 leads to an automatic movement into the braking position 3. This ensures safe braking at all times. In an active braking system, however, leads to a decrease in the pressure in the pressure source 13 and in the

Pressure supply lines 9,11 or the valve 12 to a failure of the brakes.

List of reference numbers:

1 brake actuator (brake caliper)

2 rest position

3 braking position

4 de-icing position

5 pistons

6 brake cylinders

7 first chamber

8 second chamber

9 first pressure supply line

10 actuator

11 second pressure supply line

12 valve

13 pressure source

14 spring element

15 friction surface of the brake actuator 1

Claims

Patent claims

1. Method for de-icing brake actuators (1).

Rail vehicle, wherein the brake actuators (1) can be moved from a rest position (2), in which the brake actuators (1) are open, into a braking position (3) in which a closing force (F _s ) is applied to the

Brake actuators (1) is exerted, characterized in that the brake actuators (1) are moved from the rest position (2) into a de-icing position (4), in which an opening force (F ₀ ) counteracting the closing force (F _s ) is applied to the brake actuators ( 1) is exercised to a

To solve icing.

2. Method for de-icing brake actuators (1).

Rail vehicle according to claim 1, characterized

characterized that the opening force (F ₀ ) or

Closing force (F _s ), which is exerted on the brake actuators (1), is generated via a piston (5), which is guided in a brake cylinder (6).

3. Method for de-icing brake actuators (1).

Rail vehicle according to claim 2, characterized

marked that the piston

(5) the

Brake cylinder

(6) divided into two chambers (7,8) and the opening force (F ₀ ) or closing force (F _s ) of the piston (5) is achieved by changing the pressure in at least one of the chambers (7,8).

Method for de-icing brake actuators (1) of a rail vehicle according to claim 3, characterized

marked that

- in the rest position (2) a first pressure level prevails in one of the chambers (7, 8),

- In the braking position (3), a second pressure level prevails in the same chamber (7,8), which is lower than the first pressure level and

- In the de-icing position (4), a third pressure level prevails in the same chamber (7,8), which is higher than the first pressure level.

Method for de-icing brake actuators (1) of a rail vehicle according to claim 3 or 4, characterized in that the medium used to build up pressure is liquid or gaseous, preferably compressed air or hydraulic oil.

Method for de-icing brake actuators (1) of a rail vehicle according to one of claims 1 to 5, characterized in that the movement of

Brake actuators (1) from the rest position (2) to the

De-icing position (4) runs in the opposite direction as the movement to the braking position (3).

7. A method for de-icing brake actuators (1) of a rail vehicle according to one of claims 1 to 6, characterized in that the brake actuators (1) are 1 to 8 mm, preferably 2 to 6 mm, from the

Rest position (2) can be moved to the de-icing position (4).

8. Method for de-icing brake actuators (1).

Rail vehicle according to one of claims 1 to 7, characterized in that the opening force (F ₀ ) is between 20 and 50 kN, preferably between 30 and 40 kN.

9. Actuating device (10) for a method

De-icing of brake actuators (1) of a rail vehicle according to one of claims 1 to 8, with which

Brake actuators (1) can be moved from a rest position (2) into a _braking position (3) by means of a closing force (F s), characterized in that the brake actuators (1) are moved by means of an opening force (F ₀ ) which counteracts the closing force (F _s ). a de-icing position (4) can be moved.

10. Actuating device (10) according to claim 9, characterized in that the distance between the

Rest position (2) and the de-icing position (4). Brake actuators (1) are between 1 and 8 mm, preferably 2 and 6 mm.

11. Actuating device (10) according to claim 9 or 10, characterized in that it comprises a brake cylinder (6) and a piston (5) guided therein, the piston (5) moving from a rest position (2) into one

Brake position (3) is movable and connected to the brake actuators (1).

12. Actuating device (10) according to claim 11, characterized in that the piston (5) divides the brake cylinder (6) into two chambers (7, 8) and in the first chamber (7) a spring element (14) and in the second Chamber (8) a first pressure supply line (9) is arranged, whereby the

Spring element (14) in the de-icing position (4) has a higher preload than in the rest position (2).

13. Actuating device (10) according to claim 11, characterized in that the piston (5) divides the brake cylinder (6) into two chambers (7,8) and that in each chamber (7,8) there is a corresponding pressure supply line (9,11 ) is arranged.

14. Actuating device (10) according to claim 13, characterized in that at least one valve (12) is provided, which on the one hand is connected to the pressure supply lines (9, 11) and on the other hand can be connected to a pressure source (13).

15. Actuating device (10) according to claim 14, characterized in that via a valve (12), depending on the desired position of the piston (5), the

Pressure supply lines (9,11) can be released and closed.

16. Actuating device (10) according to claim 15, characterized in that in the braking position (3) of the piston, the first pressure supply line (9) is released and the

second (11) is closed to build up pressure in the first chamber (7) and that in the

De-icing position (4), the second pressure supply line (11) is released and the first (9) is closed in order to build up pressure in the second chamber (8).

17. Actuating device (10) according to one of claims 14 to 16, characterized in that the valve (12) can be controlled electromagnetically and that the valve (12) is preferably a 4/2-way valve.