RU2666615C1 - Method and manipulating device for the rail vehicle icing elimination - Google Patents

Abstract

FIELD: machine building; transportation.

SUBSTANCE: group of inventions relates to the field of transport machine building. Rail vehicle brake actuators icing elimination method includes stages, at which the brake actuators from the home position, in which they are open, can move into the braking position, in which the closing force acts on the brake actuators. Brake actuators from the home position are moved to the de-icing position, in which in order to separate the icing, the opening force acts on the brake actuators against the closing force. Rail vehicle manipulation device for the said deicing method comprises brake actuators.

EFFECT: enabling increase in the brakes reliability due to the rail vehicle brake actuators icing elimination.

17 cl, 6 dwg

Description

FIELD OF TECHNOLOGY

The invention relates to a method for eliminating icing of brake actuators of a rail vehicle, and these brake actuators from the initial position in which the brake actuators are open, can move to the braking position, in which the closing actuators act on the brake actuators, as well as the manipulation device for performing this method.

Brake actuators create frictional force with respect to a rotating, braked brake component. Brake actuators can, for example, be brake calipers, brake calipers, brake shoes or brake shoes, which are used in friction brakes, such as disc or shoe brakes.

BACKGROUND

Rail vehicles are most often equipped with several braking systems, of which the friction brake can be considered particularly relevant for safety. Such a friction brake by means of friction pairs converts kinetic energy and the potential energy difference into heat. In this case, brake actuators, such as brake calipers or brake pads, are pressed against the counterpart, for example, the brake disc, and thus the braking or, accordingly, complete stopping of the rail vehicle is performed.

In particular, during winter operation, there is a danger that the brake actuators will freeze or freeze, because due to heat generation when the brake is activated, ice or, accordingly, snow that has deposited on the elements during movement melts. As soon as thermal energy was given to the environment, the melt water formed due to the speed of the rail vehicle and low outside temperatures again freezes and thus forms an “ice shell” around the brake actuators.

This freezing jeopardizes the reliable operation of the rail vehicle, since friction brakes in the worst case can no longer move, and therefore there is an increased risk of accident.

It is known that rail vehicles, after outdoor use, are thawed in thawing shops in order to eliminate icing. In this case, icing is removed on the entire vehicle and, in particular, in the area of brakes, so that at the beginning of the next use the absence of icing can already be guaranteed.

Steam injectors are often used for this purpose to quickly eliminate icing. However, this contributes to the penetration of water into the brake cylinder, which can lead to corrosion of the brake cylinders. In addition, the high pressure of the steam jet injector can also lead to damage in the area of the bellows and seals.

Also, the fact that the elimination of icing can occur exclusively during the period of inactivity and is impossible during the current operation should be regarded as a disadvantage.

OBJECT OF THE INVENTION

Therefore, the present invention is to provide a method and device for vehicles, in particular rail vehicles, which does not have the disadvantages of the prior art and allows to eliminate icing of brake actuators even during active operation. In this case, in particular, it should be possible economical and simple retrofit of existing brake systems.

SUMMARY OF THE INVENTION

This problem is solved using the method with the features of claim 1 of the claims. Preferred embodiments of the invention are defined in the respective dependent claims.

Moreover, in accordance with the invention, it is provided that the brake actuators from the initial position move to the de-icing position, in which, in order to separate the icing, the breaking force acting against the closing force acts on the brake actuators.

In this case, the braking position refers to a state in which the brake actuators are in contact with their counterpart, for example, a brake disc, and a force proportional to the closing force acts on this counterpart. The initial position is understood as the position in which the brake actuators do not contact with their counterpart, as well as the closing force does not act on them.

By means of a breaking force and movement, the icing of the brake actuators, which is the result of melting of snow and ice due to heat generation during braking and subsequent freezing of melt water, can be removed to the position to eliminate icing. Due to the force proportional to the breaking force that acts on such an “ice shell”, this ice shell breaks, splits or breaks off. The movement to the de-icing position can also be carried out during the current operation, that is, during the movement of the rail vehicle, so that residual icing is prevented and thus the functional reliability of the brake system is ensured at any time.

In order to provide a simple actuator mechanism for the required forces, one embodiment provides that the breaking force or, accordingly, the closing force that acts on the brake actuators is created by a piston that moves in the brake cylinder. The cylinder / piston principle is the tried and tested principle of rail vehicle technology that functions reliably and is easy to manufacture and install.

According to another embodiment of the invention, the piston divides the brake cylinder into two chambers, and the breaking force or, accordingly, the closing force of the piston is achieved by changing the pressure in at least one of these chambers. An embodiment of the brake cylinder in the form of a double-acting cylinder is preferred, in which pressure can be applied to the piston on both sides or, respectively, in two formed chambers, since the piston can move in two directions by changing the pressure in the corresponding chamber. The change in pressure leads to the movement of the piston or, accordingly, to create a breaking or closing force. In this case, the pressure change can be carried out either continuously or in a stepwise manner. Existing brake systems having single acting cylinders can easily be retrofitted to double acting cylinders.

One alternative embodiment of the invention provides that

- in the initial position in one of the chambers there is a first pressure level;

- in the braking position in the same chamber there is a second pressure level that is lower than the first pressure level, and

- in the anti-icing position, in the same chamber there is a third pressure level that is higher than the first pressure level. In particular, for passive braking systems, such as, for example, brakes with a spring battery, the braking force is created by a spring element, which is located in one of the two chambers. In the initial position, pressure of the first level is applied to the chamber that does not have a spring element, so that the spring element is under prestress, and the brake actuators are open. For the movement of the brake actuators from the initial position and the braking position, the pressure level drops to the second pressure level, so that the spring element is weakened, and the closing force acts on the piston. To move the brake actuators from the initial position to the de-icing position, the pressure level rises to the third pressure level, so that the spring element is subjected to a stronger pre-stress, and due to the difference in the first and second pressure levels, a breaking force acts on the piston. Thus, even for a passive brake system, icing can be eliminated in a simple manner during operation.

In another embodiment, the medium used to create the pressure is liquid or gaseous, preferably compressed air or hydraulic oil. Due to this, pneumatic or hydraulic systems can be used to create the required pressure. Liquid media have the advantage that they are generally incompressible, but because of their viscosity they are applicable only in a certain temperature range. Gaseous media, although compressible, however, for example, additional production of compressed air is possible at any time, and there are no temperature limits relevant for this method.

One particularly preferred embodiment provides that the movement of the brake actuators from the initial position to the de-icing position is in the opposite direction to the movement to the braking position. Thus, for example, mechanical failure is eliminated, which leads to a movement to the braking position, although it is desirable to move to the de-icing position. Such a malfunction would, however, be possible if the braking position and the de-icing position were in the same direction of travel. That is, in the de-icing position, the brake actuators are even further away from their counterpart, for example, the brake disc, than in the initial position.

In another particularly preferred embodiment, it is provided that the brake actuators move from a starting position to a de-icing position of 1-8 mm, preferably 2-6 mm. By moving the brake actuators outward, that is, from the mating part, for example, the brake disc, the icing between the brake actuator and the mating part breaks or breaks off without generating significant thermal energy, which could again lead to icing.

In another particularly preferred embodiment, the breaking force is from 20 to 50 kN, preferably from 30 to 40 kN. This strength, as experience shows, is enough to separate the icing that occurs in practice.

The above task is also solved with the help of a manipulation device for performing the method proposed by the invention, by which the brake actuators by means of a closing force can move from the initial position to the braking position. The problem posed above is solved in such a way that the brake actuators by means of a breaking force can move to the position to eliminate icing.

The manipulation device or, accordingly, the actuator serves to create the required closing or, respectively, breaking force. Moreover, the handling device is connected to the brake actuators, and other elements may also be located between the handling device and the brake actuators. “Connected” in this context refers to the power flow that must be transmitted to the brake actuators themselves.

In one preferred embodiment of the handling device, the distance between the starting position and the de-icing position of the brake actuators is from 1 to 8 mm, preferably from 2 to 6 mm. Thanks to this, a movement is created that allows breaking and breaking off the icing, while the breaking ice falls down from the space between the brake actuator and the reciprocal part (brake disc).

Another preferred embodiment of the handling device provides that it includes a brake cylinder and a piston moving in it, and this piston can move from its initial position to the braking position and is connected to the brake actuators. In this case, the position of braking should be understood as the position that the piston takes when the brake actuators are in the braking position, that is, closed. Since, due to the mechanical connection along the power flow, the piston and the brake actuators are connected, the braking position of the brake actuators can be associated with the unique braking position of the piston. Similar considerations apply both to the starting position and to the position of eliminating icing.

To also enable de-icing for a passive brake system, such as a spring-loaded brake, one alternative embodiment of the invention provides that the piston divides the brake cylinder into two chambers, and a spring element is located in the first chamber and a first pipe in the second chamber pressure, wherein the spring element in the de-icing position has a higher prestress than in the initial position. In this case, of course, in the same way it is possible to interchange the first and second chamber or, accordingly, to provide in the chamber having a spring element, a second pressure supply pipe.

According to another preferred embodiment of the handling device, the piston divides the brake cylinder into two chambers, and in each chamber there is a corresponding pressure supply pipe. The separation into two chambers is due to the principle of a cylinder-piston, since in any case the piston must seal the two chambers relative to each other in order to make it possible to create pressure. The volume of these two chambers should not be considered static, but it varies with the state of the piston in the brake cylinder. But due to the fact that both chambers have their own and separately controlled pressure supply pipelines, it is possible to obtain a double-acting cylinder in which pressure can be created in each of the two chambers, and therefore the piston can act on brake actuators with both closing force and counteracting closing force breaking power. In alternative embodiments, a spring element may be located in at least one of these chambers, which at least in one position generates prestress on the piston.

In another preferred embodiment of the handling device, at least one valve is provided, which is connected on one side to the pressure supply lines and, on the other hand, connected to a pressure source. Using one or more pressure supply valves, a pressure source, for example, a pressure circuit or a pressure vessel connected to a compressor, can be used to supply pressure to two pipelines.

One particularly preferred embodiment provides that the pressure supply lines can be opened and closed by only one valve, depending on the desired position of the piston. The state of the valve thus allows pressure to be supplied to only one pressure supply line, while the other remains closed. Thus, a separate control of the pressure supply pipelines is achieved. In one alternative embodiment, there is a valve state in which pressure is not supplied to either of the two pressure supply lines, that is, both are closed, or, accordingly, a valve state in which both pressure supply lines are open. The desired piston position refers to the starting position, braking position or de-icing.

Another particularly preferred embodiment provides that in the braking position of the piston the first pressure supply pipe is unlocked and the second is closed to create pressure in the first chamber, and that in the de-icing position the second pressure supply pipe is unlocked and the first is closed to create pressure in the second chamber. The pressure created in one of the chambers leads to the movement of the piston, so that the volume of the corresponding chamber increases, or, accordingly, to create a closing or breaking force. In this case, the type of mounting of the brake cylinder and the connection to the brake actuators is decisive for the chamber in which pressure must be applied to achieve the desired direction of force or, accordingly, the movement of the piston.

In another particularly preferred embodiment, electromagnetic control of the valve is possible, and this valve is preferably a 4/2 valve (four-way on / off valve). The electromagnetic control makes it possible to change the state of the valve, for example, by means of a central on-board electronics system, so that, for example, the driver of a rail vehicle can initiate the movement of brake actuators from the operator’s control panel to the position to eliminate icing. Valve 4/2, that is, a valve that has four connecting nozzles, including a connecting nozzle for venting air, and allows two different valve states, especially suitable for supplying pressure to a double-acting cylinder. However, depending on the embodiment, other valves are also possible that have more connecting pipes or, accordingly, allow more valve states.

BRIEF DESCRIPTION OF THE FIGURES

For further explanation of the invention, in the subsequent part of the description, reference is made to the figures, from which other preferred embodiments, details and improvements of the invention appear. These figures should be understood as examples and, although they express the nature of the invention, they in no way limit or, for example, do not reproduce it in a final way. Shown:

figa: handling device of the active brake system, while the brake actuator is in its original position;

fig.1b: the handling device of the active brake system in the braking position;

figs: handling device of the active brake system in the position to eliminate icing;

figa: handling device of a passive brake system, while the brake actuator is in its original position;

fig.2b: handling device of the passive brake system in the braking position;

2c: handling device of the passive brake system in the de-icing position.

DETAILED DESCRIPTION OF THE INVENTION

In the figures, for clarity, only one brake actuator 1 is shown in each case, which in this embodiment is implemented as a brake caliper 1. Also, for the same reasons, the image of the counterpart, for example, a brake disk, which must have a friction surface and is installed, was omitted on the axis of the rail vehicle. It goes without saying that the second brake caliper of a pair of brake calipers can be actuated similarly to the brake caliper 1 described below or, accordingly, also otherwise made brake actuators 1 operate according to the same principle.

At the same time, the brake caliper 1 shown in the figures is only shown schematically and consists of a friction surface 15, a shaped part that is supported by a hinge, and a lever that is actuated by the actuator. Many different embodiments of the brake caliper 1 are possible, in particular an intersection at the articulation, however, however, these embodiments have no effect on the principle of operation of the invention.

Figa, b, c relate to the so-called active brake system of a rail vehicle. In this case, a brake cylinder 6 is provided in which the piston 5 moves. In this case, the piston 5 divides the brake cylinder 6 into the first chamber 7 and the second chamber 8 and is connected to the brake caliper 1. In this case, the piston 5 is designed so that it seals these two chambers 7 , 8 relative to each other, and chambers 7, 8, depending on the state of the piston 5, decrease or, accordingly, increase.

By means of a valve 12, which is made here in the form of a valve 4/2, the pressure in the chambers 7, 8 is regulated. The valve 12 for this purpose is connected on one side to a pressure source 13, for example, a high pressure pipe or high pressure system or, respectively, compressor, and on the output side, with a first pressure supply pipe 9 and a second pressure supply pipe 11. In this case, the pressure supply pipelines 9, 11 serve to create pressure in one of the chambers 7, 8, therefore, the first pressure supply pipe 9 is connected to the first chamber 7, and the second pressure supply pipe 11 to the second chamber 8, while in a pressure circuit, the medium is either air, from a pneumatic pressure generating system, or hydraulic oil, from a hydraulic pressure generating system. The electromagnetic control of the valve 12 is carried out by means of a control device.

On figa shows the active brake system described above, in which the brake caliper 1 with its friction surface 15 is in the initial position 2. In this case, no pressure is applied to any of the chambers 7, 8, and the spring element 14 located in the second chamber 8 , in this case, the return spring does not have prestress - the brake caliper 1 or, accordingly, its friction surface 15 is not in contact with the counterpart, for example, the friction surface of the brake disc.

Now, when the first pressure supply pipe 9 is opened by means of valve 12, the pressure in the first chamber 7 rises and the piston moves linearly in the brake cylinder 6 to the left, as a result of which the friction surface 15 of the brake caliper 1 falls to the right in the brake position 3, in which the brake the caliper acts as a closing force F _S , as can be seen in Fig. 1b. In this case, the spring element 14 in the second chamber 8 is subjected to prestress. Then, the closing force F _S , reinforced according to the law of the lever, is introduced through the friction surface 15 of the brake caliper 1 into the counterpart, for example, the friction surface of the brake disc, as a result of which the kinetic energy, as well as the change in the potential energy of the rail vehicle, is converted into friction heat. When the pressure supply through the first pressure supply pipe 9 is stopped, the prestressing of the spring element 14 provides the necessary return force to again move the piston 5 or, accordingly, the brake caliper 1 and its thorn surface 15 to the initial position 2.

Due to heat generation and subsequent cooling, icing of the brake calipers 1 can now occur, as already mentioned, so that under certain circumstances all the mechanics of the brake caliper 1 can be negatively affected.

Now, to minimize this relevant to safety risk can via a valve 12 to unlock the second pressure supply line 11, so that the pressure created in the second chamber 8 and the piston 6 is moved in the opposite direction is to the right, whereby the brake caliper 1 acting the disconnecting force F _O as can be seen in figs. As a result, the friction surface 15 of the brake caliper 1, preferably 2-6 mm, is removed from its counterpart, for example, the friction surface of the brake disc (i.e., it falls into position 4 to eliminate icing, which is here for the friction surface 15 to the left of the initial position 2) and acts on icing with a force proportional to the breaking force F _O , as a result of which the icing splits or breaks off without causing significant thermal energy. This ensures that the brake caliper 1 is fully usable at any time.

ALTERNATIVE EMBODIMENT FOR CARRYING OUT THE INVENTION

On figa, b, c shows one of the alternative embodiments in which instead of the active brake system uses a passive brake system, such as a brake with a spring battery. The basic design of the brake system is the same as already described above, therefore, we dwell in detail only on the relevant differences.

In contrast to the active brake system, in the passive brake system in the initial position 2, pressure is applied to the second chamber 8, so that the spring element 14 located in the first chamber 7 has a prestress, as can be seen in Fig. 2a. In the present embodiment, the brake cylinder 6 is in the form of a single-acting cylinder, so that only the second chamber 8 has a pressure supply pipe 9. The pressure supply pipe 9 is connected to the pressure source 13, and valves can also be installed, for example, valve 12, as in figa.

When the pressure in the second chamber 8 decreases, the piston 5 moves by means of the spring force of the spring element 14 to the braking position 3, in which it acts on the brake caliper 1 with the closing force F _S. This state is depicted in FIG. 2b.

To create the breaking force F _O and the movement of the piston 5 or, accordingly, the brake caliper 1 to the icing removal position 4 (FIG. 2c), it is necessary that the pressure source 13 can provide a second, higher pressure level for the second chamber 8 than in the initial position 2.

An advantage of the passive braking system is that a possible pressure loss in the pressure source 13 leads to an automatic movement to the braking position 3. Thanks to this, reliable braking can be provided at any time. In the active brake system, in contrast, a pressure drop in the pressure source 13 or, accordingly, in the pressure supply pipes 9, 11 or valve 12 leads to brake failure.

LIST OF REFERENCE NUMBERS

1 Brake actuator (brake caliper)

2 Starting position

3 Braking position

4 De-icing position

5 piston

6 brake cylinder

7 First camera

8 Second camera

9 First pressure supply pipe

10 Manipulation device

11 Second pressure supply line

12 valve

13 Pressure source

14 Spring element

15 Friction surface of brake actuator 1.

Claims (17)

1. A way to eliminate icing of brake actuators (1) of a rail vehicle, and these brake actuators (1) from the initial position in which the brake actuators (1) are open, can move to the braking position in which the closing force acts on the brake actuators (F _S), characterized in that brake actuators (1) from the starting position (2) moves to position (4) deicing, wherein in order to separate the icing on brake actuators (1) acts counteracting the closing force (F _S) razmykayusch I force (F _O). 2. A method for eliminating icing of brake actuators (1) of a rail vehicle according to claim 1, characterized in that the breaking force (F _O ) or, respectively, the closing force (F _S ) that acts on the brake actuators (1) is created by a piston (5) that moves in the brake cylinder (6). 3. A method for eliminating icing of brake actuators (1) of a rail vehicle according to claim 2, characterized in that the piston (5) divides the brake cylinder (6) into two chambers (7, 8), and the breaking force (F _O ) or, accordingly, the closing force (F _S ) of the piston (5) is achieved by changing the pressure in at least one of these chambers (7, 8). 4. A method for eliminating icing of brake actuators (1) of a rail vehicle according to claim 3, characterized in that in the initial position (2) in one of the chambers (7, 8) there is a first pressure level; in the braking position (3) in the same chamber (7, 8) there is a second pressure level that is lower than the first pressure level, and in the (4) de-icing position in the same chamber (7, 8) there is a third level pressure that is higher than the first pressure level. 5. A method for eliminating icing of brake actuators (1) of a rail vehicle according to claim 3 or 4, characterized in that the medium used to create pressure is liquid or gaseous, preferably compressed air or hydraulic oil. 6. A method of eliminating icing of brake actuators (1) of a rail vehicle according to one of claims 1 to 5, characterized in that the movement of the brake actuators (1) from the initial position (2) to the position (4) of eliminating icing is in the opposite direction movement to the braking position (3). 7. The method of eliminating icing of brake actuators (1) of a rail vehicle according to one of claims 1 to 6, characterized in that the brake actuators (1) move from the initial position (2) to position (4) of eliminating icing by 1-8 mm preferably 2-6 mm. 8. A method for eliminating icing of brake actuators (1) of a rail vehicle according to one of claims 1 to 7, characterized in that the breaking force (F _O ) is from 20 to 50 kN, preferably from 30 to 40 kN. 9. A handling device for a method of eliminating icing of brake actuators (1) of a rail vehicle according to one of claims 1 to 8, by means of which the brake actuators (1) by means of a closing force (F _S ) can move from the initial position (2) to the position (3) braking, characterized in that the brake actuators (1) by means of an opposing closing force (F _S ) breaking force (F _O ) can move to position (4) to eliminate icing. 10. Manipulation device according to claim 9, characterized in that the distance between the initial position (2) and the position (4) to eliminate icing of the brake actuators (1) is from 1 to 8 mm, preferably from 2 to 6 mm. 11. Manipulation device according to claim 9 or 10, characterized in that it includes a brake cylinder (6) and a piston (5) moving in it, moreover, this piston (5) can move from the initial position (2) to the position ( 3) braking and connected to brake actuators (1). 12. Manipulation device 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) there is a spring element (14), and in the second chamber ( 8) - the first pressure supply pipe (9), while the spring element (14) in the position (4) to eliminate icing has a higher prestress than in the initial position (2). 13. The handling device according to claim 11, characterized in that the piston (5) divides the brake cylinder (6) into two chambers (7, 8), and in each chamber (7, 8) there is a corresponding supply pipe (9, 11) pressure. 14. Manipulation device according to claim 13, characterized in that at least one valve (12) is provided, which, on the one hand, is connected to pressure supply pipelines (9, 11) and, on the other hand, is connected to a pressure source (13). 15. Manipulation device according to 14, characterized in that the pressure supply pipes (9, 11) can be unlocked and closed by means of a valve (12), depending on the desired position of the piston (5). 16. The handling device according to claim 15, characterized in that in the piston braking position (3) the first pressure supply pipe (9) is unlocked and the second (11) is closed to create pressure in the first chamber (7), and that in the position (4) to eliminate icing, the second pressure supply pipe (11) is unlocked, and the first (9) is closed to create pressure in the second chamber (8). 17. Manipulation device according to one of claims 14-16, characterized in that electromagnetic control of the trap (12) is possible, and that this valve (12) is preferably a 4/2 valve.

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