GB2135000A - Disc brakes for rail vehicles - Google Patents

Abstract

In the brake a pair of shoes (29) for engagement with opposite faces of a rotatable disc (25) are carried by the inner ends of a pair of caliper levers (27,28) which are adapted to be separated at their outer ends by a fixed actuator (31). A return spring (40) acts between the levers (27,28) to hold each lever against its own actuator output member (33,34) and this maintains substantially constant braking clearances on opposite sides of the disc (25) when the brake is released. As shown, members (33,34) are tappets each adjustable in length either manually or automatically, between adjacent ends of tappets (33,34) acts a wedge displaceable by pneumatic pressure for service braking and by a spring for parking or emergency braking. Drag on shoes (29) may be transmitted by drag links (45) to extensions (14) of an electric motor housing (21); and the levers (27,28) may act on shoes (29) through fully articulated connections with similar connections provided between links (45) and shoes. In modification of Figure 3, drag links are omitted drag is taken by surfaces on brackets (30) engaged by caliper levers. <IMAGE>

Description

SPECIFICATION Disc brakes for rail vehicles This invention relates to disc brakes for rail vehicles of the kind in which pairs of spaced rail engaging wheels are rotatable with driven axles with which they are fast, and the disc brake comprises a rotatable disc associated with one of the axles, and friction members for engagement with opposite faces of the disc in orderto brake the disc and the axle with which the disc is associated.

In some known disc brakes ofthe kind set forth for rail vehicles the friction members are carried by the innerends of a pair of caliper levers which are mounted in a yoke and which are separated at their outer ends to apply the brake by means of a piston and cylinder assembly. Although the loads applied to the members are substantially equalised when the brake is applied, the braking clearances between the friction members and braking surfaces on the disc may vary in a "brake-release" position. In fact one ofthe friction members may be in rubbing contactwith the disc in the "brake-release" position, which increases wear of the friction members, and creates friction, thereby using energy.

According to our invention in a disc brakefora rail vehicle comprising a pair of friction members for engagement with opposite faces of a rotatable disc, a pair of caliper levers pivotallyconnectedatintermedi- ate points in their lengths to a drag-taking mounting, the inner ends ofthe levers straddling the peripheral edge of the disc and carrying the friction members, and a fixed actuator acting between the outer ends of the leversto separate them thereby applying the friction members to the disc, a return spring acts between the levers to hold each lever against its own actuator output member in a housing and thus maintain substantially constant braking clearance on opposite sides of the disc when the brake is released.

The return spring provides a positive retraction for both levers and prevents the friction members from contacting the disc in the "Brake-release" position.

This therefore prevents the generation of parasitic power inputs and excessive wear ofthe friction members with consequent damage to the disband an increase in rolling resistance.

Preferably the actuator is ofthe double-acting type, suitably a wedge-expander which comprises a wedge displaceable in a direction generally normal to the axis ofthe disc in order to separate a pair of tappets at their inner ends, the tappets being guided to slide in aligned axial bores in a housing and acting at their outer ends on the levers.

The effective lengths ofthe tappets may be indepen dently adjustable, either manually, or automatically, to compensateforwear of the friction members.

When the brake is installed in a bogie the housing of the actuator is mounted on an extension of a housing of a traction motor for driving the axle, and the drag on thefriction members may be transmitted to the extension through drag-links coupled to the pivotal connections on the levers, orthe edges of the levers themselves may engage with spaced drag-taking guide surfaces in a mounting for the levers and between which the levers are slidably guided.

One embodiment of our invention is illustrated in the accompanying drawings in which: Figure lisa plan of a schematic layout of a twin-axle driven bogie incorporating disc brake installations; Figure 2 is a practical version, on an enlarged scale, of a portion of the layout of Figure 1; Figure 3 is a side view of the portion of the bogie shown in Figure 2; and Figure 4 is an end view of one of the brakes showing a modification.

Thetwin-axle drivable bogie for a rail vehicle illustrated in Figures 1 to 3 of the drawings comprises side frames 1,2 which are interconnected by a transverse bolster 3 and resilient suspension assemblies, suitably in the form of springs 4 and 5, are provided between opposite ends ofthe bolster 3 and the side frame 1,2. Axles 6 and 7 arejournalled for rotation at opposite ends in axle boxes 8,9 containing bearings, and the axles boxes, in turn, are carried from the side frames 1,2 through resilient suspension assemblies 10, 11, for example coil-springs or rubber blocks.

A pair of wheels 12,13 inboard of each frame are fast with each axle 6,7.

Each axle 6,7 is driven by an electric motor 20 of which the housing 21 is carried by the respective axle 6,7. The armature shaft 22 of each electric motor carries at opposite ends a pinion 23 in meshing engagement with a gearwheel 24fastwith the adjacent axle 6,7, and a brake disc 25 of the ventilated type.

Each disc 25 is adapted to be braked by a disc brake 26 ofthe calipertype. Each brake 26comprises a pair of caliper levers 27,28 which are pivotally connected at intermediate points in their lengths to a mounting bracket 30 on an extension 14 of the housing 21. At their inner ends the levers 27,28 carry a pair of brake shoes 29 carrying friction liningsforengagementwith braking surfaces defined by opposite faces ofthe disc 25 and at their outer ends the levers 27,28 are adapted to be separated by means of an actuator 31 ofthe double-acting type.

Theactuator31 comprisesa housing 32which is rigidly carried from the bracket 30 and of which the axis is normal to the axis of rotation ofthe disc25. The actuator incorporates a wedge which is guided in the housing 32 for movement in a longitudinal direction and acts between adjacent ends of a pair of tappets 33, 34. The tappets 33,34 are guided in aligned transverse bores in the housing 32 and act at their outer ends between the outer ends of the levers 27,28. The effective length of each tappet 33,34 is adjustable, either manually or automatically, to maintain, at a substantial value, the braking clearances between the shoes 29 and the disc 25.

A return spring 40, suitably a tension spring, acts between the levers 27 and 28 adjacenttotheirouter ends in orderto urge the tappets 33,34 inwardly to maintain the desired braking clearances in the "brakerelease" position ofthe brakes.

The wedge, in a known manner, is displaced longitudinally to apply the brake pneumaticallyfor service braking by means of pneumatic pressure applied to a piston working in a cylinder42 and, for parking or emergency braking, when the pneumatic pressure is not operative, the wedge is held in an advanced, brake-applying, position by means of a compression spring which acts on the wedge through the piston.

When the brakes are applied, either pneumatically or by the release of stored energy in the spring, the drag on the shoes 29 is transmitted to the extensions 14through drag links 45 (Figure 4) which suspend from the bracket 30.

In a modification, shown in Figure 3, the drag-links 45 are omitted and the drag on the shoes 29 is taken by spaced surfaces 46 on the bracket 30 and with which the edges ofthe caliper levers 27 and 28 are engaged.

In the brake described above, a small amount of articulation is provided between the shoes 29 and the caliper levers 27 and 28 to permit the friction linings to be aligned with the disc 25. This feature forms the subjectofour G.B. Patent No.1 543313. However, the friction linings will wear in a taper, so thatthe brake may befitted with new linings of tapered outline which wearto a parallel sided worn outline.

In the modified construction of Figure 4 the levers 27 and 28 act on the shoes 29through fully articulated connections, and similar connections are provided between the links 45 and the shoes. This enables the shoes to align themselves as necessary with the disc.

Friction linings which are parallel sided can befitted and will follow a parallel wear path.

In the construction described above the housing 31 can be orientated to any convenient angular position to facilitate installation provided the line of action of the tappets 33 and 34 remains substantially normal to the outer ends of the levers 27,28.

Claims (8)

1. A disc brakefora rail vehicle comprising a pair of friction members for engagement with opposite faces of a rotatable disc, a pair of caliper levers pivotally connected at intermediate points in their lengths to a drag-taking mounting, the inner ends of the levers straddling the peripheral edge of the disc and carrying the friction members, and a fixed actuator acting between the outer ends of the levers to separate them thereby applying the friction members to the disc, in which a return spring acts between the levers to hold each lever against its own actuator output member in a housing and thus maintain substantially constant braking clearances on opposite sides of the disc when the brake is released.

2. A disc brake as claimed in claim 1, in which the actuator is ofthe double-acting type.

3. A disc brake as claimed in claim 1 or claim 2, in which the actuator comprises a wedge displaceable in a direction generally normal to the axis of the disc in orderto separate a pair of tappets at their inner ends, thetappets being guided to slide in aligned axial bores in a housing and acting attheirouter ends on the levers.

4. A disc brake as claimed in claim 3, in which the effective lengths ofthe tappets are independently adjustable to compensate for wear of the friction members.

5. A disc brake as claimed in any preceding claim, in which the brake is installed in a bogie and the housing ofthe actuator is mounted on an extension of a housing of a traction motor four driving an axle ofthe bogie.

6. A disc brake as claimed in claim Sin which the drag on the friction members is transmitted to the extension through drag-links coupled to the pivotal connections on the levers.

7. A disc brake as claimed in claim Sin which the drag onthefriction members is transmitted to the extension through an engagement between the edges ofthe levers themselves and spaced drag-taking guide surfaces in à mountingforthe levers and between which the levers areslidabty guided.

8. A disc brake for vehicle substantially as described herein with referenceto Figure 2 of the accompanying drawings.