GB2076089A

GB2076089A - Vehicle brake equipment

Info

Publication number: GB2076089A
Application number: GB8016373A
Authority: GB
Original assignee: Coal Industry Patents Ltd
Current assignee: Coal Industry Patents Ltd
Priority date: 1980-05-16
Filing date: 1980-05-16
Publication date: 1981-11-25
Also published as: GB2076089B

Abstract

Vehicle brake equipment mounted on a vehicle (1) adapted to travel along a stationary rail (3) comprises a first component (4) movable with respect to rail (3) and a second component (10) movably mounted with respect to component (4) and urgable towards rail (3) and a third component (19) movably mounted with respect to component (10) and being connected to components (4) and (10) whereby during a brake application a pad (11) on component (10) contacts rail (3) and therefor pad (22) on component (19) is caused to engage the rail (3). As shown, component (4) is fixedly mounted on vehicle chassis (1) and during brake application hydraulic ions are exhausted to cause chassis (1) to move downwards until pad (11) contact rail (3) continued downward movement of chassis (1) and component (4) against springs (15) urges cranked arms (18) of third components (19) pivotally to apply the pads (22). In further embodiments chassis (1) is fixed and component (4) is movable relative thereto. Brake application may be by overspeed or from a control cabin. <IMAGE>

Description

SPECIFICATION Vehicle brake equipment This invention relates to vehicle brake equipment.

In particular, the present invention relates to vehicle brake equipment provided on vehicles which travel along a stationary rail with the brake equipment arranged to co-operate with stationary rail. With such a vehicle when the vehicle brake is applied a brake component is urged to contact the stationary rail tending to bring the vehicle to rest.

In a typical installation in which the vehicle is mounted on the stationary rail the brake component is urged to abut the top of an outwardly projecting flange provided on the rail tending to lift the vehicle wheels from the stationary rail. With such an installation the maximum brake effort exerted is dependant upon the weight of the vehicle. In order to obtain increased maximum braking effort it is known to provide a reaction component arranged to run along the stationary rail on the side of the outwardly projecting flange opposite to the brake component. Thus, when the vehicle brake is applied the outwardly projecting flange of the stationary rail tends to be clamped'between the brake component and the reaction component and the maximum braking effort tends to be dependant upon the force urging the brake component towards the rail rather than upon the weight of the vehicle.Unfortunately, in many installations it is not possible to provide such a reaction component because of obstructions intermittently located in the desired path of the reaction component. Such obstructions would be encounted at, for example point or crossover arrangements. A further disadvantage of such brake equipment is that a special rail is required, the rail providing a horizontal outwardly projecting flange. The cost for the provision of such nonstandard rails can be prohibitive.

An object of the present invention is to provide vehicle brake equipment which tends to overcome or reduce the above mentioned problems and which is suitable for use with a standard rail section.

According to the present invention vehicle brake equipment for a vehicle adapted to travel along a stationary rail, comprises a first component movable with respect to the stationary rail when, in use the brake equipment is mounted on the vehicle and the brake is applied, a second component movably mounted with respect to said first component and urgable towards the stationary rail when, in use, the brake is applied, a third component movably mounted with respect to the second component, and connector means connecting the third component to the first and second said components such that in use when the brake is applied and the second component is urged to contact the rail the third component is urged towards the rail.

Preferably, the third component comprises two brake members arranged to co-operate with opposed faces of the stationary rail when the brake is applied.

Preferably, each of the two brake members is cranked.

Preferably, each cranked brake member is pivotally engaged at one end to the second component.

Preferably, each cranked brake member is pivotally connected at a location remote from its ends to the first component.

Conveniently, the second component comprises a brake member arranged to abut the stationary rail when the brake is applied.

Advantageously, the first component guidably supports the second component.

Preferably, a resilient bias is provided between the first and second components.

Advantageously, the brake equipment is arranged such that in use, when the brake is applied the first, second and third components move in unison until the brake member of the second component engages the rail, the first component then moves relative to the second component against the action of the resilient bias urging the two opposed brake members of the third component towards opposed faces of the stationary rail.

Conveniently, the first component is fixedly mounted with respect to the vehicle chassis.

Alternatively, the first component is movably mounted with respect to the vehicle chassis.

Conveniently, the first component constitutes part of the brake equipment urged towards the rail by another part of the brake equipment which is fixedly mounted with respect to the vehicle chassis.

Preferably, the two parts of the brake equipment comprise a piston and cylinder arrangement.

Preferably, each brake member comprises a brake pad for engagement with the stationary rail.

The present invention also provides a vehicle comprising brake equipment as defined above.

By way of example only, one embodiment of the present invention will be described with reference to the accompanying drawings, in which: Figure 1 is an incomplete sectional view of brake equipment constructed in accordance with the present invention and shown in a brake release mode, the section substantially being taken along line I-I of Figure 3; Figure 2 is an incomplete sectional view similar to Figure 1 but showing the brake equipment in a brake engaged mode: and Figure 3 is an incomplete side view of Figure 2.

The drawings show one set of brake equipment mounted on a chassis 1 (only a small portion of which is shown) of a rope hauled, rail mounted vehicle. A part of one vehicle wheel is shown at 2 in Figure 3. Typically, one set of brake equipment is mounted on the chassis adjacent to each wheel which is arranged to guidably enagage one of a pair of stationary rails 3 (only one of which is shown).

The set of brake equipment shown in the drawings comprises a first component 4 provided with a flange 5 fixedly mounted onto the chassis 1 by bolts 6 and a downwardly depending guide arrangement 8 defining a central vertical slideway for a second component 10 constituting a brake member movable relative to the first component and provided at its lowermost end with a brake pad 11 and at its uppermost end with outwardly directed stops 12 slideably engaged in vertically extending elongate recesses 1 3 formed in the first component. The second component 10 is urged into a position relative to the first component 4 with the stops 12 abutting the lower most extent of the elongate recesses 1 3 under the action of a plurality of resilient coil springs 1 5.

The first component 4 also comprises a plurality of downwardly projecting arms 18 arranged in two sets with the arms in each set connected by a pivot pin 20.

The second component 10 has two transverse cut-outs 1 6 within which are pivotally engaged cylindrical ends 1 7 of cranked pivot arms 1 8 of third components 19 of the brake equipment as will be explained later in this specification. The cranked pivot arms 1 8 are arranged in pairs with the arms in each pair projecting out of opposite sides of the transverse cut-outs 1 6, one arm in each pair pivotally engaging the associated pivot pin 20 substantially at the intersection of the two limbs constituting the cranked arm. Each crank arm 1 8 constitutes a brake member and the lower, substantially vertical limb of each cranked arm is provided with a brake pad 22.As seen in Figure 1 the two brake pads 22 of each pair of cranked arms are arranged to engage opposed vertical faces 23 and 24 of the stationary rail 3. The brake pads 22 are fixedly retained to the associated brake member 19 by bolts 25.

The previously mentioned brake pad 11 is provided with upwardly inlined lead portions tending to assist the brake equipment to negotiate the track, the brake pads 11 being fixedly secured to the brake member 1 0 by bolts 27 (see Figure 3).

in use, the brake equipment is maintained in a raised brake release mode (as shown in Figures 2 and 3) by elevating hydraulic rams (not shown) which initially are pressurised either by actuation of a hand pump or by pressurised fluid fed from a mains supply and which are arranged to elevate the vehicle chassis relative to the wheel mountings. During vehicle travel the vehicle speed is sensed by an over-speed device (not shown) drivably connected to the vehicle wheels and arranged such that when over speed of the vehicle is sensed the elevating hydraulic rams are connected to exhaust causing the chassis to move downwards relative to the wheel mountings until the brake pad 11 of the second component brake member 10 abuts the upper face 29 of the stationary rail 3. Thus the vehicle brake is applied tending to slow down the vehicle.Upon the brake pad 11 contacting the face 29 of the stationary rail the first component 4 together with the chassis 1 continues to move downwardly relative to the second component 10 against the action of the resilient springs 1 5 while the stops 12 leave the lowermost end of the vertical elongate recesses 13 and downward movement of the chassis continues, thus urging the cranked arms about the pivotal engagements and the full weight of the vehicle is used to apply the braking effort.

Upon the relative movement between the first and second components 4 and 10, the downward motion of the arms 14 moves the associated pivot pins 20 downwards thereby pivoting the cranked arms 1 8 relative to the first component about the cylindrical ends 1 7. Such pivotal movement of the cranked arms 1 8 causes the brake pads 22 to engage the opposed faces 23 and 24 of the stationary rail 3 thereby tending to clamp the rail and tending to increase the braking effort exerted by the brake equipment.

This clamping brake action is of particular importance when the vehicle is operating in wet conditions where the braking effort due to the braking action of the brake pad 11 might be relatively low.

It will be appreciated that when the elevating rams are exhausted to allow the chassis and brake equipment to fall towards the track the two brake pads 22 are moved downwards until by the time and brake pad 11 engages the face 29 of the rail 3 the pads 22 are adjacent to the associated vertical faces 23 and 24 of the rail. Thus, upon further downward movement of the third component relative to the first component the brake pads 22 are urged by pivotal movement of the cranked arms 18 to clamp the rail.

Upon the vehicle being brought to rest the brake equipment is released by re-pressurising the elevating rams to raise the chassis 1 together with the first component 4. Upward movement of the first component relative to the second component 10 pivots the cranked arms 1 8 about their cylindrical ends 1 7 to disengage the brake pads 22 from the rail. Further upward movement of the first and second components moves the brake equipment into the fully brake released mode as seen in Figures 2 and 3.

In other embodiments of the invention for use with vehicles in which the chassis is fixedly mounted with respect to the wheel mounting and the brake is applied by moving a part of the brake equipment downward relative to the chassis, the first component is fixedly secured to the movable part of the brake equipment. Said part may be urged towards the rail by resilient means upon the de-activation of hydraulic means or by a piston and cylinder arrangement which is activated to apply the brake.

In either of these two cases the operation of the brake equipment shown in the accompanying drawings is substantially the same as that described above. Upon the brake initially being applied the movable part of the brake equipment is moved downwards relative to a non-movable brake part fixedly mounted with respect to the vehicle chassis. Downward movement of the movable brake part is accompanied by downward movement of the first and second components until the brake pad of the second component contacts the rail to start to apply the brake. Further downward movement of the first component relative to the second component against the action of the resilient bias causes the opposed brake pads associated with the third component to clamp the rail tending to increase the applied braking effort.

in other embodiments the action of the brakes is controlled from a locomotive control cabin. In such embodiments the brakes can be repeated applied and released without the need to activate a hand pump.

From the above description it will be appreciated that the present invention provides relatively simple and reliable brake equipment which tend to be relatively efficient.

A feature of the present brake is that the degree of braking effort is proportional to the load, thus automatically accommodating for the conditions between an empty and fully laden vehicle.

Claims

CLAIMS 1. Vehicle brake equipment for a vehicle adapted to travel along a stationary rail, comprising a first component movable with respect to the stationary rail when, in use the brake equipment is mounted on the vehicle and the brake is applied, a second component movably mounted with respect to said first component and urgable towards the stationary rall when, in use, the brake is applied, a third component movably mounted with respect to the second component, and connector means connecting the third component to the first and second components such that in use when the brake is applied and the second component is urged to contact the rail the third component is urged towards the rail. 2. Equipment as claimed in claim 1, in which the third component comprises two brake members arranged to co-operate with opposed faces of the stationary rail when the brake is applied. 3. Equipment as claimed in claim 2, in which each of the two brake members is cranked. 4. Equipment as claimed in claim 3, in which each cranked brake member is pivotally engaged at one end to the second component. 5. Equipment as claimed in claim 2 or 3, in which each cranked brake member is pivotally engaged at a location remote from its ends to the first component. 6. Equipment as claimed in any one of the preceding claims, in which the second component comprises a brake member arranged to abut the stationary rail when the brake is applied. 7. Equipment as claimed in any one of the preceding claims, in which the first component guidably supports the second component. 8. Equipment as claimed in any one of the preceding claims, in which a resilient bias is provided between the first and second components. 9. Equipment as claimed in any one of the preceding claims, in which the brake equipment is arranged such that in use, when the brake is applied the first, second and third components move in unison until the brake member of the second component engages the rail, the first component then moves relative to the second component against the action of the resilient bias urging the two opposed brake members of the third component towards opposed faces of the stationary rail. 1 0. Equipment as claimed in any one of the preceding claims, in which the first component is fixedly mounted with respect to the vehicle chassis. 11. Equipment as claimed in any one of the preceding claims 1 to 9 in which the first component is movably mounted with respect to the vehicle chassis. 12. Equipment as claimed in claim 11, in which the first component constituted part of the brake equipment urged towards the rail by another part of the brake equipment which is fixedly mounted with respect to the vehicle chassis. 13. Equipment as claimed in claim 12, in which the two parts of the brake equipment comprise a piston and cylinder arrangement. 14. Equipment as claimed in any one claim 2 to 6, in which each brake member comprises a brake pad for engagement with the stationary rail. 1 5. Vehicle brake equipment for a vehicle adapted to travel along a stationary rail, substantially as described herein and substantially as shown in the accompanying drawings. 1 6. A vehicle in combination with brake equipment as claimed in any one of the preceding claims. New claims or amendments to claims filed on 27 Jan 1981 Superseded claims all New or amended claims:

1. Vehicle brake equipment for a vehicle adapted to travel along a stationary rail, comprising a first component movable with respect to the stationary rail when, in use the brake equipment is mounted on the vehicle and the brake is applied, a second component movably mounted with respect to said first component and urgable towards the stationary rail when, in use, the brake is applied a third component movably mounted with respect to the second component, and connector means connecting the third component to the first and second components such that in use when the brake is applied and the second component is urged to contact the rail the third component is urged towards the rail, the third component having a cylindrical end margin pivotally engaged within a cut-out provided in the second component.

2. Equipment as claimed in claim 1, in which the third component comprises two brake members arranged to co-operate with opposed faces of the stationary rail when the brake is applied.

3. Equipment as claimed in claim 2, in which each of the two brake members is cranked.

4. Equipment as claimed in claim 3, in which each cranked brake member is pivotally connected at one end to the second component.

5. Equipment as claimed in claim 2 or 3, in which each cranked brake member is pivotally connected at a location remote from its ends to the first component.

6. Equipment as claimed in any one of the preceding claims, in which the second component comprises a brake member arranged to abut the stationary rail when the brake is applied.

7. Equipment as claimed in any one of the preceding claims, in which the first component guidably supports the second component.

8. Equipment as claimed in any one of the preceding claims, in which a resilient bias is provided between the first and second components.

9. Equipment as claimed in any one of the preceding claims, in which the brake equipment is arranged such that in use, when the brake is applied the first, second and third components move in unison until the brake member of the second component engages the rail, the first component then moves relative to the second component against the action of the resilient bias urging the two opposed brake members of the third component towards opposed faces of the stationary rail.

10. Equipment as claimed in any one of the preceding claims, in which the first component is fixedly mounted with respect to the vehicle chassis.

11. Equipment as claimed in any one of the preceding claims 1 to 9 in which the first component is movably mounted with respect to the vehicle chassis.

12. Equipment as claimed in claim 11, in which the first component constituted part of the brake equipment urged towards the rail by another part of the brake equipment which is fixedly mounted with respect to the vehicle chassis.

13. Equipment as claimed in claim 12, in which the two parts of the brake equipment comprise a piston and cylinder arrangement.

14. Equipment as claimed in any one claim 2 to 6, in which each brake member comprises a brake pad for engagement with the stationary rail.

1 5. Vehicle brake equipment for a vehicle adapted to travel along a stationary rail, substantially as described herein and substantially as shown in the accompanying drawings.

16. A vehicle in combination with brake equipment as claimed in any one of the preceding claims.