PL70995B1 - - Google Patents

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Publication number
PL70995B1
PL70995B1 PL1972152833A PL15283372A PL70995B1 PL 70995 B1 PL70995 B1 PL 70995B1 PL 1972152833 A PL1972152833 A PL 1972152833A PL 15283372 A PL15283372 A PL 15283372A PL 70995 B1 PL70995 B1 PL 70995B1
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PL
Poland
Prior art keywords
piston
spindle
spring
mkp
contact
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Application number
PL1972152833A
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English (en)
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • C—CHEMISTRY; METALLURGY
    • C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
    • C08J—WORKING-UP; GENERAL PROCESSES OF COMPOUNDING; AFTER-TREATMENT NOT COVERED BY SUBCLASSES C08B, C08C, C08F, C08G or C08H
    • C08J3/00—Processes of treating or compounding macromolecular substances
    • C08J3/20—Compounding polymers with additives, e.g. colouring
    • C08J3/22—Compounding polymers with additives, e.g. colouring using masterbatch techniques
    • 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
    • B61H1/003—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 with an actuator directly acting on a brake head
    • C—CHEMISTRY; METALLURGY
    • C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
    • C08J—WORKING-UP; GENERAL PROCESSES OF COMPOUNDING; AFTER-TREATMENT NOT COVERED BY SUBCLASSES C08B, C08C, C08F, C08G or C08H
    • C08J3/00—Processes of treating or compounding macromolecular substances
    • C08J3/20—Compounding polymers with additives, e.g. colouring
    • C08J3/22—Compounding polymers with additives, e.g. colouring using masterbatch techniques
    • C08J3/226—Compounding polymers with additives, e.g. colouring using masterbatch techniques using a polymer as a carrier
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
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    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H15/00—Wear-compensating mechanisms, e.g. slack adjusters
    • B61H15/0007—Wear-compensating mechanisms, e.g. slack adjusters mechanical and self-acting in one direction
    • B61H15/0014—Wear-compensating mechanisms, e.g. slack adjusters mechanical and self-acting in one direction by means of linear adjustment
    • B61H15/0028—Wear-compensating mechanisms, e.g. slack adjusters mechanical and self-acting in one direction by means of linear adjustment with screw-thread and nut
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • C—CHEMISTRY; METALLURGY
    • C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
    • C08J—WORKING-UP; GENERAL PROCESSES OF COMPOUNDING; AFTER-TREATMENT NOT COVERED BY SUBCLASSES C08B, C08C, C08F, C08G or C08H
    • C08J9/00—Working-up of macromolecular substances to porous or cellular articles or materials; After-treatment thereof
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F16D55/2245—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members in which the common actuating member acts on two levers carrying the braking members, e.g. tong-type brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16D65/00—Parts or details
    • F16D65/0037—Devices for conditioning friction surfaces, e.g. cleaning or abrasive elements
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    • C08L2310/00—Masterbatches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0216—Calculation or estimation of post shift values for different gear ratios, e.g. by using engine performance tables

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Description

Pneumatyczny zespól cylindrowo-tlokowy dla hamulców kolejowych Przedmiotem wynalazku jest pneumatyczny zespól cylindrowo-tlokowy dla hamulców kolejowych, wypo¬ sazony w regulator luzu, utrzymujacy wlasciwy luz pomiedzy powierzchniami ciernymi.Znany regulator posiada na ogól dwie rozsuwane teleskopowo czesci, z których jedna stanowi wrzeciono z nacietym gwintem, a druga jest rura sztywno polaczona z nakretka nakrecana na wrzeciono, przy czym gwint naciety na wrzecionie i w nakretce jest gwintem niesamohamownym. Zespoly tego rodzaju sa stosowane do uruchomienia tzw. „krótkich" hamulców, w których jedna z powierzchni jest obrzeze kola lub tarcza.Celem wynalazku jest stworzenie bardzo prostego zespolu opisanego rodzaju które mogloby byc stosowa¬ ne w pomocniczych hamulcach na przyklad do dociskania bloku hamulcowego do kola pojazdu w celu utrzymania w gladkosci obrzeza kola, co jest potrzebne dla zapewnienia stalego i wysokiego wspólczynnika tarcia pomiedzy obrzezem kola a szyna w przypadku gdy efekt hamowania uzyskuje sie za pomoca hamulca tarczowego. Tego rodzaju lekki zespól cylindrowo-tlokowy moze byc równiez korzystnie stosowany w lekkich i zwartych glównych lub podstawowych hamulcach tarczowych. Dalszym celem wynalazku jest wykonanie ze¬ spolu cylindrowo-tlokowego na tyle taniego w produkcji by umozliwic ekonomicznie uzasadnione stosowanie wiekszej ilosci malych urzadzen hamulcowych w jednym pojezdzie.Zespól cylindrowo-tlokowy wedlug wynalazku polega na tym, ze wrzeciono posiada promieniowo wysta¬ jace powierzchnie sprzeglowe przystosowane do wspólpracy w czasie ruchu wrzeciona wzgledem tloka z odpo¬ wiednimi powierzchniami sprzeglowymi tloka oraz regulacyjna sprezyne umieszczona pomiedzy tlokiem a czescia rurowa.Przedmiot wynalazku jest przedstawiony w przykladzie wykonania na rysunku, na którym fig. 1 przed¬ stawia zespól cylindrowo-tlokowy czesciowo w przekroju podluznym, fig. 2 - hamulec wyposazony w zespól z fig. 1, fig. 3- fragment urzadzenia w przekroju wzdluz linii III—III na fig. 2, fig. 4 —odmiane zespolu cylindrowo-tlokowego, czesciowo w przekroju podluznym, fig. 5 — hamulec tarczowy wyposazony w zespól z fig. 4, fig. 6-inny hamulec tarczowy z zespolem z fig. 4, fig. 7-urzadzenie do utrzymywania gladkosci obrzeza kola, w widoku z góry, fig. 8 — urzadzenie do utrzymywania gladkosci obrzeza kola, w widoku z boku.Zespól cylindrowo-tlokowy, w rozwiazaniu pokazanym na fig. 1, posiada cylinder Iz pokrywa 2.2 70995 W cylindrze jest umieszczony tlok 3. Zespól jest wyposazony w regulator luzu posiadajacy dwie teleskopowo rozsuwane czesci z których jedna jest gwintowane wrzeciono 4 naciete gwintem o takim skoku, który nie stwarza samohamownosci przy wspólpracy z nakretka 5 nakrecona na wrzeciono i sztywno polaczona z druga czescia, która jest czescia rurowa skladajaca sie z rury 6, popychacza 7 i prowadnicy rurowej 8 prowadzonej w otworze wykonanym w pokrywie 2. Czesc rurowa rozsuwa sie teleskopowo w stosunku do wrzeciona 4. Na wrzecionie 4 jest umieszczony kolnierz 9 posiadajacy skierowana do przodu stozkowa powierzchnie sprzeglowa 10 przysto¬ sowana do wspólpracy z odpowiednia, skierowana do tylu powierzchnia sprzeglowa 11 na tulei 12 przymoco¬ wanej do kolnierzowej piasty 13 sztywno polaczonej z tlokiem 3. Wrzeciono 4 posiada powierzchnie odsadzona 16 i jest wyposazone w tuleje krzyzakowa 17 i sprezyne 18 umieszczona pomiedzy odsadzeniem 16 a poosio¬ wym lozyskiem 19 zamontowanym na kolnierzu 9. Lekko scisnieta sprezyna regulacyjna 20 jest umieszczona pomiedzy odsadzeniem na popychaczu 7 a wspornikiem sprezyny 21 posiadajacym kilka wystepów 22 (z których na fig. 1 pokazano tylko jeden) przechodzacych przez tuleje krzyzakowa 17 i sprzegnietych ze skiero¬ wana do przodu odsadzona powierzchnia na tulei 12. Pomiedzy skierowana do tylu odsadzona powierzchnia 24 na pokrywie 2 a tlokiem 3 jest umieszczona lekko scisnieta sprezyna zwrotna 23 która popycha tlok w prawo, co jest jednoznaczne ze skierowaniem tloka w kierunku polozenia odpowiadajacego calkowitemu odhamowaniu.Zespól pokazany na fig. 1 dziala nastepujaco: Wprowadzenie sprezonego powietrza za tlok 3 powoduje ze tlok przesuwa sie w lewo tj. z polozenia odpowiadajacego odhamowaniu. Sila sprezyny regulacyjnej 20 jest przenoszona z przedniego zakonczenia sprezyny 20 poprzez elementy posredniczace: popychacz 7, rure 6, na¬ kretke 5, wrzeciono 4, kolnierz 9, powierzchnie sprzeglowe 10, 11, tuleje 12, wystepy 22, wspornik sprezyny 21 na tylne zakonczenie sprezyny 20. Oznacza to, ze sila hamujaca wywierana przez tlok 3 jest przenoszona na popychacz 7 przez uklad przenoszenia sily obejmujacy sprezyne 20. Sprezyna 20 jest umieszczona w tym ukladzie pomiedzy tlokiem 7 a czescia rurowa. Do chwili, w której przenoszona sila hamowania przekroczy sile dzialania wstepnie napietej sprezyny 20, wszystkie elementy przenoszace sile przesuwaja sie razem do przodu.Z chwila zetkniecia sie powierzchni hamulcowych (niepokazanych na fig. 1) przenoszona sila hamujaca wzrasta i staje sie równa sile dzialania sprezyny 20. Wrzeciono 4, kolnierz 9 oraz rury 6 i 8 zatrzymuja sie a tlok 3, tuleja 12 i wspornik sprezyny 21 przesuwaja sie dalej do przodu, bardziej sciskajac sprezyne 20 i powodujac rozdzielenie powierzchni sprzeglowych 10 i 11.W przypadku gdy w ukladzie istnieje normalny luz, tuleja krzyzakowa 17 styka sie z powierzchnia odsa¬ dzona 24 i przeciwdziala dalszemu ruchowi wrzeciona 4 i kolnierza 9, a'przy dalszym ruchu tloka 3 zostaja zetkniete z soba powierzchnie sprzeglowe 14 i 15. Sila hamowania jest wówczas przenoszona równiez poprzez powierzchnie 14 i 15 na kolnierz 9 a dalej poprzez wrzeciono 4, nakretke 5 i rure 6 na popychacz 7. Przy jakimkolwiek dalszym, skierowanym do przodu, ruchu tloka wywolanym sprezystoscia ukladu, tuleja krzyzako¬ wa 17 i podkladka sprezysta 18 sa sprezyscie odksztalcane. Przy odhamowywaniu opisane wyzej ruchy prze¬ biegaja w odwrotnej kolejnosci az do momentu w którym zespól znajdzie sie w polozeniu pokazanym na ry¬ sunku.W przypadku gdy luz ukladu hamulcowego wskutek np. zuzycia powierzchni hamulcowych jest zbyt wielki, wówczas przy nastepnym hamowaniu tuleja krzyzakowa 17 osiaga powierzchnie odsadzona 24 jeszcze przed przeniesieniem sily hamowania przewyzszajacej sile sprezyny 20. Wrzeciono 4 i kolnierz 9 nie moga sie wówczas przesuwac dalej do przodu a powierzchnie sprzeglowe 10 i U zostaja rozsuniete. Sprezyna 20 moze sie teraz rozprezyc w kierunku od swego wspornika 21 i przesunac do przodu rury 6 i 8 oraz popychacz 7. W tym czasie wrzeciono 4 i kolnierz 9 obracaja sie na lozysku 19 dociskajac podkladke 18. Skierowany do przodu ruch rur 6 i 8 trwa az do momentu, w którym zostaja zetkniete powierzchnie hamujace, i w którym przenoszona sila hamujaca przewyzszy sile sprezyny 20 powodujac zetkniecie powierzchni sprzeglowych 14 i 15. Luz zostal sprowadzony do zadanej wielkosci a dalszy przebieg hamowania jak i odhamowywania odbywaja sie w sposób poprzednio opisany.Fig. 2 i 3 przedstawiaja uklad hamulcowy w którym zastosowano zespól z fig. 1. Pokrywa 2 jest przymo¬ cowana do wspornika 25 za pomoca polaczen srubowych 26. Wspornik 25 jest polaczony z czescia 27 ramy pojazdu. Wieszak klocka hamulcowego 28 jest wahliwie polaczony ze wspornikiem 25. Na wieszaku 28 jest umocowany klocek hamulcowy 29. Poziomy przekrój popychacza 7 ma ksztalt V co pokazano na fig. 3. Po¬ pychacz sprzega sie z V czescia 30 równiez w ksztalcie V, wahliwie polaczona z klockiem hamulcowym 29.Rozwiazanie przedstawione na fig. 4 rózni sie od tego, które pokazano na fig. 1 pod dwoma wzgledami.Pierwsza róznica jest umieszczenie pomiedzy tylna powierzchnia odsadzenia na kolnierzu 9 a piasta 13 sprezyny 32 i lozyska osiowego 33 o malym wspólczynniku tarcia. Umozliwia to podwójne dzialanie regulatora. Innymi M?wy_??Sil^or moze:juety]to zmniejszac nadmierny luzL ale moze równiez luz ten powiekszac^ w przypadku gdy np. wskutek zastapienia zuzytego klocka hamulcowego nowym klockiem, luz ten stanie sie zbyt maly. Druga ?^zni zeniu za pomoca kolka ustalajacego 35.70995 W przypadku luzu normalnego lub nadmiernego, zespól pokazany na fig. 4 dziala tak samo jak zespól pokazany na fig. 1. W przypadku (niepokazanym) zbyt malego luzu dzialanie zespolu przedstawia sie nastepu¬ jaco: W czasie hamowania tlok 3 przesuwa sie do przodu a przenoszona sila przekracza sile sprezyny 20 zanim jeszcze tuleja krzyzakowa 17 zetknie sie z powierzchnia odsadzania 24. Sprezyna 20 zostaje scisnieta a po¬ wierzchnie sprzeglowe 10 i 11 rozdzielaja sie. Tlok 3 moze kontynuowac swój ruch do przodu, podczas gdy rury 6 i 8 pozostaja w miejscu. W czasie, w którym jest sciskana sprezyna 20, wrzeciono 4 obracajac sie, przesuwa sie do przodu wraz z tlokiem 3. Ruch obrotowy wrzeciona 4 jest powodowany skladowa osiowa sily sprezyny 32 stosunkowo slabej w porównaniu ze sprezyna 20. Z chwila gdy tuleja krzyzakowa 17 zetknie sie z powierzchnia 24 a sila osiowa dzialajaca pomiedzy tuleja krzyzakowa 17 a powierzchnia 24 przekroczy sile sprezyny 32, to powierzchnie sprzegajace 14 i 15 zostaja zetkniete i uniemozliwiaja dalsze obracanie wrzeciona 4, a tym samym dalszy ruch osiowy wrzeciona 4 wzgledem rury 6. Luz zostal doprowadzony do zadanej wielkosci. Wielkosc tego luzu zalezy od poosiowej odleglosci tulei krzyzakowej 17 i powierzchni 24, która moze byc regulowana przez zluzowanie kolka ustalajacego 25, osiowe przesuniecie tulei 34 ijej ponowne zabezpieczenie za pomoca kolka 35.Zespól pokazany na fig. 4 moze byc przykladowo zastosowany w urzadzeniu przedstawionym na fig. 5.W tym przypadku zamontowana na osi tarcza hamulcowa 36 jest przystosowana do stykania sie z wkladkami hamulcowymi 37 poruszanymi para dzwigni 38 polaczonych jarzmem 39. Zespól cylindrowo-tlokowy z fig. 4 jest zamontowany wahliwie pomiedzy oddalonymi od wkladek 37 koncami dzwigni38. ..Fig. 6 przedstawia zespól cylindrowo-tlokowy 1, 2 wykonany wedlug wynalazku, przymocowany wahliwie do jarzma 39 szczekowego hamulca tarczowego. Zespól cylindrowo-tlokowy dziala na klin 40 styka¬ jacy sie z para rolek 41 umieszczonych na oddalonych od wkladek 37 koncach dzwigni 38.Fig. 7 i 8 przedstawiaja zastosowanie wykonanego wedlug wynalazku zespolu cylindrowo-tlokowego 1, 2 do bezposredniego dociskania lekkiego bloku hamulcowego 29 do obrzeza kola 31, bez stosowania wieszaka klocka hamulcowego. Jest to prosty i tani uklad który moze byc jednak stosowany jedynie w przypadkach, w których wystarcza mala sila hamowania, na przyklad w pojazdach z hamulcami tarczowymi, w których lekki blok hamulcowy 29 dociskany do obrzeza kola 31 sluzy glównie do utrzymania gladkosci tego obrzeza a to dla zapewnienia stalej wielkosci wspólczynnika tarcia pomiedzy obrzezem kola a szyna. PL PL PL PL PL PL

Claims (4)

1. Zastrzezenia patentowe 1. Pneumatyczny zespól cylindrowo-tlokowy dla hamulców kolejowych wyposazony w regulator luzu, który posiada dwie rozsuwane teleskopowo czesci, z których jedna stanowi wrzeciono z nacietym niesamoh- amownym gwintem, a druga jest rura sztywno polaczona z nakretka nakrecana na wrzeciono, znamienny cym, ze wrzeciono (4) posiada wystajace promieniowo powierzchnie sprzeglowe (10) przystosowane do wspólpracy w czasie ruchu wrzeciona (4) wzgledem tloka (3), z odpowiednimi powierzchniami sprzeglowymi (11) tloka (3) oraz sprezyna regulacyjna (20) umieszczona pomiedzy tlokiem (3) a czescia rurowa.
2. Zespól wedlug zastrz. 1, znamienny tym, ze pomiedzy odsadzeniem na popychaczu (7) a wspornikiem (21) sprezyny stykajacym sie osiowo z tlokiem (3) jest umieszczona sprezyna regulacyjna (20) a takze tym, ze tuleja krzyzakowa (17) jest zabezpieczona przed obracaniem sie wzgledem wspornika (21) i zacisnieta pomiedzy odsadzona powierzchnia (16) na wrzecionie (4) a sprezyna (18) stykajaca sie z pierscieniem lozyska osiowego o malym wspólczynniku tarcia, umieszczonego na wrzecionie (4), przy czym tuleja krzyzakowa (17) jest przystosowana do stykania sie z nieruchoma czescia cylindra po z góry ustalonym przesunieciu osiowym tloka (3).
3. Zespól wedlug zastrz. 2, znamienny tym, ze pomiedzy tlokiem (3) a odsadzeniem (16) jest umieszczona sprezyna (18) i osiowe lozysko (19) o malym wspólczynniku tarcia.
4. Zespól wedlug zastrz. 2, znamienny tym ze cylinder (1) zespolu jest wyposazony w regulowane osiowo oparcie przeznaczone do stykania sie z tuleja krzyzakowa (17).KI. 20f,4 70 995 MKP B61h 15/00 Fig. 1 O CZYTELNIA Urzedu Patentowego folsfciBj lmz^ttyi,.lj Liiutwi)KI. 20t,4 70 995 MKP B61h 15/00 C ,.^LNlA Urzedu PatentowegoKI. 2ti£4 70 995 MKP B61h 15/00 2 8 20 34 35 T I Fig.4 U 33 32 |C^ , iUN IA Urzedu Patentowego {_' | FaiskPBj kir tl u,m\ Fig. 5KI.20f,4 70995 MKP B61h 15/00 Fig. 6 Cz '¦LniA Kltk zedu Poi ^•'"isw enfovv, e9o ,KI. 20f,4 70 995 MKP B61h 15/00 Prac. Poligraf. UP PRL. Naklad 120 + 18 egz. Cena 10 zl PL PL PL PL PL PL
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DE102013201636A1 (de) 2013-01-31 2014-07-31 Siemens Aktiengesellschaft Bremseinheit für ein Fahrzeug und Fahrzeug mit einer derartigen Bremseinheit
CN105202080A (zh) * 2015-09-30 2015-12-30 无锡惠发特精密机械有限公司 铁路机车用制动缸

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Publication number Publication date
FI53096C (pl) 1978-02-10
FR2119759A5 (pl) 1972-08-04
YU5972A (en) 1976-04-30
DE2201082A1 (de) 1972-07-27
GB1269917A (en) 1972-04-06
HU165438B (pl) 1974-08-28
FI53096B (pl) 1977-10-31
BR7200139D0 (pt) 1973-06-14
SU445196A3 (ru) 1974-09-30
IT946507B (it) 1973-05-21
DE2201082B2 (de) 1973-09-20
DE2201082C3 (de) 1974-04-18
RO60601A (pl) 1976-10-15
ES398762A1 (es) 1975-05-16
CH533531A (de) 1973-02-15
YU33328B (en) 1976-10-31
AT324406B (de) 1975-08-25
US3744596A (en) 1973-07-10
AU3758472A (en) 1973-11-29
SE366700B (pl) 1974-05-06
BE777591A (fr) 1972-04-17

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