EP0624506B1 - Lever arrangement for transversely movable brake shoe assemblies at railway vehicles - Google Patents

Lever arrangement for transversely movable brake shoe assemblies at railway vehicles Download PDF

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Publication number
EP0624506B1
EP0624506B1 EP94102556A EP94102556A EP0624506B1 EP 0624506 B1 EP0624506 B1 EP 0624506B1 EP 94102556 A EP94102556 A EP 94102556A EP 94102556 A EP94102556 A EP 94102556A EP 0624506 B1 EP0624506 B1 EP 0624506B1
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EP
European Patent Office
Prior art keywords
vehicle
mounting
brake shoe
lever
shoe assembly
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP94102556A
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German (de)
French (fr)
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EP0624506A1 (en
Inventor
Herbert Karl Marschang
Josef Staltmeir
Albert Kerscher
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Knorr Bremse AG
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Knorr Bremse AG
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Publication date
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Publication of EP0624506A1 publication Critical patent/EP0624506A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/34—Details
    • B61H13/38—Suspension of transmitting mechanisms
    • 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

Definitions

  • the invention relates to a mounting arrangement according to the preamble of claim 1.
  • a mounting arrangement for a brake caliper unit of a wheel disc brake which essentially corresponds to the generic features is known from DE-GM 6 751 080.
  • a double-walled mounting lever is provided, the articulations of which are designed with axes of rotation extending horizontally and parallel to the longitudinal direction of the rail vehicle.
  • a torque support for receiving a force component resulting from a brake pad pressing force
  • the torque support can be designed in the manner of a pendulum support to an abutment fixed to the vehicle frame or, in the case of a brake block arrangement with respect to the vehicle wheel on both sides, as a pull rod which leads laterally past the wheel to be braked to the lower end of an application lever which runs essentially vertically, at its upper end on the vehicle frame is articulated and which with the brake pad on the other side is coupled.
  • a tie rod can be provided which connects two brake block units arranged in mirror image to the vertical longitudinal center plane of the rail vehicle and thus keeps their mutual distance constant even with lateral deflections.
  • the longitudinal direction of the mounting levers is essentially vertical. Even with a short design of the bracket levers, as provided for the brake block units, this means that a relatively large amount of space is required above the brake block units, but this is often obstructed by other vehicle parts, in particular the frame or car body: accommodating the bracket arrangement can therefore be difficult.
  • lateral forces which depend on the direction of travel and result from the braking torque, particularly when the brake levers are short.
  • a bracket arrangement in which the axes of rotation of the linkages of the bracket levers on the vehicle frame run vertically, while the linkage on the brake block unit is formed directly by a horizontal bolt carried by the brake block unit.
  • the mounting levers have lateral play in relation to the stops surrounding the bolts, so that there is transverse mobility. Tilting between the eyes of the mounting lever and the bolt cannot be ruled out, especially in the event of greater lateral displacement; in the case of greater play between the eyes of the mounting levers and the bolt, which is necessary for transverse mobility, the stability, in particular the parallelism of the mounting levers in the transverse direction of the vehicle, is questioned.
  • the object of the invention is to design a mounting arrangement of the generic type in such a way that even with a sufficiently long design of the mounting lever no installation difficulties are to be granted; in addition, stability of the parallel guidance of both mounting levers should be achievable and no undesirable side forces resulting from the braking torque should be caused during braking.
  • FIG. 1 shows a brake block unit 1 of a conventional type, on which a brake block 3, consisting, as usual, of a brake block holder and brake blocks held thereon, is suspended by means of a pendulum lever 2, which brake block is attached to the tread of a vehicle wheel to be braked by means of a pressure tappet 4 belonging to the brake block unit 1 5 can be pressed.
  • the brake pad unit 1 is articulated by means of a pendulum lever 6, which runs essentially horizontally in the longitudinal direction of the vehicle, on an abutment 7 fixed to the vehicle frame; the pendulum lever 6 serves as a torque support for the brake pad unit 1, it absorbs part of the reaction force from the contact pressure of the brake pad 3 to the vehicle wheel 5 during braking.
  • the brake pad unit 1 On its upper side, the brake pad unit 1 is equipped with two bearing eyes 8, also shown in FIG. 2 and offset in the vehicle transverse direction, for suspension on the vehicle frame which can be rotated about a horizontal transverse axis 9.
  • the brake pad unit 1 with the torque support by the pendulum lever 6 and the transverse axis 9 running through the bearing eyes 8 corresponds to the prior art.
  • Figure 2 only the bearing eyes 8 are shown cut from the brake block unit 1.
  • the bearing eyes 8 are rotatably penetrated by a bolt 10, the axis of the bolt 10 runs coaxially to the transverse axis 9.
  • the bolt 10 is provided with a bearing eye 11 and 11 ', respectively , whose axis 12 intersects the transverse axis 9 at right angles and runs essentially vertically.
  • the bearing eyes 11 and 11 ' ach engage between the two lever cheeks 13 and 14 of two double-cheeked mounting levers 15 and 16, which extend from the bearing eyes 11 and 11' essentially horizontally and in the direction of the vehicle wheel 5 in the vehicle longitudinal direction.
  • the mounting levers 15 and 16 are rotatable on the bearing eyes 11 and 11 'by means of vertical bolts 17 containing the axes 12. articulated; these articulations are illustrated overall by reference numerals 18 and 18 '.
  • the respective upper lever cheek 13 of the mounting levers 15 and 16 rises in the direction of the vehicle wheel 5, the mounting levers 15 and 16 therefore have an increasing vertical extension facing the vehicle wheel and thus a larger base width for their vehicle wheel-side linkage 19 or 19 'on a part 20 fixed to the vehicle frame.
  • the lever cheeks 13 and 14 of each mounting lever 15 or 16 are firmly connected to one another by a vertical lever web 21.
  • the lever cheeks 13 and 14 of the mounting levers 15 and 16 each overlap a bearing eye 22 and 22' on both sides.
  • the two bearing eyes 22 and 22 ' are located at the ends of a fastening part 23 extending between them, which is firmly connected to the part 20 by means of two screw connections 24 according to the exemplary embodiment, of which one screw connection 24 is dashed and the other is only indicated by its axis is.
  • the mounting levers 15 and 16 are each pivotably articulated on the bearing eye 22 and 22' by a vertical bolt 25.
  • the two mounting levers 15 and 16 form a parallelogram-like four-bar linkage, as a result of which the brake block unit 1 is horizontally movable in parallel on the part 20 and thus on the vehicle frame.
  • the brake block unit 1 can thus easily follow lateral displacements of the vehicle wheel 5 with corresponding rotation of the mounting levers 15 and 16.
  • a wheel flange of the vehicle wheels takes the respective brake unit 1 laterally via the brake block 3, this lateral movement is also transmitted via the tie rod to the brake block unit on the other side, so that this also experiences a corresponding lateral displacement .
  • the brake block units 1 on both sides of the rail vehicle are always carried along by the wheel set during its lateral displacements such that the brake blocks 3 of the two brake block units 1 are always in their correct position in front of the treads of the two-sided vehicle wheels 5 of the wheel set.
  • the tread In the case of rail vehicle wheels, the tread is usually tapered towards the outside of the vehicle. If, during braking, the brake pad 3 is pressed against this conical tread in the direction parallel to the longitudinal direction of the vehicle, it experiences a force component directed towards the vehicle side, a “downhill drive”. To compensate for this force component, it may be expedient to design the mounting arrangement such that, when the wheel set is in the central position, the mounting levers 15 and 16 are inclined towards the vehicle wheel 5 towards the vertical longitudinal plane of the vehicle, namely by an angle which is approximately the cone angle of the Wheel tread corresponds.
  • the mounting arrangement then exerts a lateral force on the brake pad unit 1 and thus the brake pad 3, which at least approximately compensates for the downward slope of the brake pad 3 and is directed toward the center of the vehicle.
  • this results in a particularly favorable, lateral adjustment behavior of the brake pad units 1.
  • the tie rod to be articulated on the bearing eye 26, on the other hand, does not have to be articulated on the corresponding bearing eye of a second brake block unit on the vehicle side, but rather can also be coupled to an axle bearing housing or a transversely displaceable gear housing or another part which displaces transversely with the wheelset. If the above-mentioned slope down force caused by the conical design of the wheel tread with respect to the brake block unit 1 is not or not completely compensated for by a corresponding inclined arrangement of the mounting levers 15 and 16 or in another manner described below, it may be expedient to link the bearing eye 26 Replace tie rods by a component that only transmits tensile forces, for example a rope or a chain.
  • the mounting arrangement according to FIG. 3 largely corresponds to that according to FIG. 2, corresponding reference numbers are entered.
  • the mounting levers 15 and 16 run parallel to the longitudinal direction of the vehicle, and a spring buffer 27 is provided to compensate for the downward slope force described in FIG.
  • the spring buffer 27 has a housing 28 which is arranged on the fastening part 23 on the side facing away from the part 20 with an axial direction 29 running transversely to the rail vehicle is.
  • the housing 28, which has a cylindrical bore 30, is open towards the center of the vehicle; in the bore 30 there is a spring 31 which loads a pressure tappet 32 guided in the bore 30 and projecting beyond the housing 28 towards the center of the vehicle in the direction of displacement towards the center of the vehicle.
  • the vehicle-side mounting lever 16 is provided on its vehicle-side flank with a stop surface 33, on which the pressure tappet 32 rests and is intercepted, the spring 31 thus loads the mounting lever 16 in the direction of rotation around the linkage 19 'in the direction of movement of the bolt 10 and thus the brake block unit Center of vehicle.
  • the tension of the spring 31 can be selected such that the downhill force is only compensated for or overcome with an excess of force, in the latter case the brake pad of the brake pad unit is pressed against the wheel flange or the wheel flange root of the assigned vehicle wheel. No tie rod is provided in the embodiment according to FIG. 3, the bearing eye 26 according to FIG. 2 is therefore missing.
  • a spring corresponding to the spring 31 thereof can be provided in another way, acting directly or indirectly in the direction of loading towards the center of the vehicle on the brake pad unit 1.
  • a stop 34 is formed on the fastening part 23 close to the articulation 19 and the part 20, against which a counter-stop 35 arranged on the mounting lever 15 can be placed in a rotational position of this mounting lever 15, which of the respectively provided or corresponds to the predetermined end position of the brake pad unit on the vehicle.
  • the arrangement can be selected such that the stop 34 already engages with the counter stop 35 when the wheel set is in its central position: this can achieve that, based on displacements of the vehicle wheel inside the vehicle, already from the center position of the wheel set, the brake pad no longer constantly bears against the wheel flange of the vehicle wheel and grinds against it.
  • the embodiment according to FIG. 4 is suitable for brake block arrangements with respect to the vehicle wheel 5 on both sides.
  • a pull rod 36 is articulated at the lower end of the brake block unit 1 according to FIG. 4, which crosses the vehicle wheel 5 laterally and is articulated at its other end at the lower end of an application lever 37.
  • the upper end of the application lever 37 is held on the part 20 in the same way as the brake block unit 1; in FIG.
  • the bearings 18 ′′ and 19 '' corresponding to the bearings 18 and 19 for the brake block unit 1, as well as the bracket lever 15 ', corresponding to the bracket lever 15.
  • a brake pad 3 ' is articulated on the application lever 37, which can be pressed opposite the brake pad 3 against the tread of the vehicle wheel 5.
  • the mounting of the application lever 37 on the part 20 can furthermore be designed as for the embodiment variants described above, only a rotation about the transverse axis 9 'corresponding to the transverse axis 9 must always be maintained.
  • the mounting arrangement for transversely movable brake block units (1) is designed as a parallelogram-like 4-link lever mechanism, which is articulated horizontally on the one hand, on the vehicle wheel side, on the vehicle frame (20) and on the other hand on the top of a brake block unit (1) about vertical axes of rotation (12) and has mounting levers (15) extending essentially in the longitudinal direction of the vehicle.
  • the mounting levers (15) can be double-walled with 2 lever cheeks (13, 14) to enlarge their articulation base and stiffening.
  • a torque support is to be provided at the lower end of the brake block unit (1), which acts as a pendulum lever leading to an abutment (7) (6) or can be designed as a pull rod which crosses the vehicle wheel (5) and is coupled to a brake block device on the other side.
  • the mounting lever (15) can be arranged inclined in the preliminary position by the cone angle or a somewhat larger angle to the longitudinal direction of the vehicle, such that they run approximately at right angles to the wheel tread; With this arrangement, there is at least compensation for the "downhill driving force" acting on the brake pad (3) as a result of the conical wheel tread surface.
  • the mounting arrangement for the brake block unit (1) requires only a small overall height and can therefore be accommodated and mounted on the rail vehicle without being hindered by other components.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Description

Die Erfindung betrifft eine Halterungsanordnung nach dem Gattungsbegriff des Patentanspruches 1.The invention relates to a mounting arrangement according to the preamble of claim 1.

Eine im wesentlichen den gattungsgemäßen Merkmalen entsprechende Halterungsanordnung für eine Bremszangeneinheit einer Radscheibenbremse ist aus dem DE-GM 6 751 080 bekannt. Je zu haltender Bremszangeneinheit ist dabei ein doppelwangiger Halterungshebel vorgesehen, dessen Anlenkungen mit horizontal und parallel zur Längsrichtung des Schienenfahrzeuges verlaufenden Drehachsen ausgebildet sind.A mounting arrangement for a brake caliper unit of a wheel disc brake which essentially corresponds to the generic features is known from DE-GM 6 751 080. Depending on the brake caliper unit to be held, a double-walled mounting lever is provided, the articulations of which are designed with axes of rotation extending horizontally and parallel to the longitudinal direction of the rail vehicle.

Aus den DE-OS 38 16 157 und 40 33 405 sind ähnliche Halterungsanordnungen für Bremsklotzeinheiten bekannt, bei welchen allerdings eine feste Verbindung der beiden Hebelwangen des je Bremsklotzeinheitz vorgesehenen einen Halterungshebels fehlt. Bei diesen beiden bekannten Halterungsanordnungen erstrecken sich die Drehachsen der Anlenkungen der Halterungshebel horizontal in Querrichtung des Schienenfahrzeuges und sind zudem in dieser Querrichtung pendelfähig ausgebildet. Diese Halterungsanordnungen offenbaren, die Bremsklotzeinheiten nahe ihres unteren Endes mit einer Drehmomentabstützung zur Aufnahme einer aus einer Bremsklotzandrückkraft resultierenden Kraftkomponente auszustatten; die Drehmomentabstützung kann in Art einer Pendelstütze zu einem fahrzeugrahmenfesten Widerlager oder, bei bezogen auf das Fahrzeugrad beidseitiger Bremsklotzanordnung, als Zugstange ausgebildet sein, welche seitlich am abzubremsenden Rad vorbei zum unteren Ende eines Zuspannhebels führt welcher im wesentlichen vertikal verläuft, an seinem oberen Ende am Fahrzeugrahmen angelenkt ist und welcher mit dem andersseitigen Bremsklotz gekoppelt ist. Weiterhin kann bei diesen bekannten Bremsklotzeinheiten eine Spurstange vorgesehen sein, welche zwei zur vertikalen Längsmittelebene des Schienenfahrzeuges spiegelbildlich angeordnete Bremsklotzeinheiten miteinander verbindet und so deren gegenseitigen Abstand auch bei seitlichen Auslenkungen konstant hält.Similar mounting arrangements for brake block units are known from DE-OS 38 16 157 and 40 33 405, in which, however, a fixed connection of the two lever cheeks of the one brake lever provided for each brake block unit is missing. In these two known mounting arrangements, the axes of rotation of the articulations of the mounting levers extend horizontally in the transverse direction of the rail vehicle and are also designed to be capable of swinging in this transverse direction. These mounting arrangements disclose to equip the brake pad units near their lower end with a torque support for receiving a force component resulting from a brake pad pressing force; the torque support can be designed in the manner of a pendulum support to an abutment fixed to the vehicle frame or, in the case of a brake block arrangement with respect to the vehicle wheel on both sides, as a pull rod which leads laterally past the wheel to be braked to the lower end of an application lever which runs essentially vertically, at its upper end on the vehicle frame is articulated and which with the brake pad on the other side is coupled. Furthermore, in these known brake block units, a tie rod can be provided which connects two brake block units arranged in mirror image to the vertical longitudinal center plane of the rail vehicle and thus keeps their mutual distance constant even with lateral deflections.

Bei allen diesen bekannten Halterungsanordnungen verläuft die Längsrichtung der Halterungshebel im wesentlichen vertikal. Auch bei kurzer Ausbildung der Halterungshebel, wie sie für die Bremsklotzeinheiten vorgesehen ist, wird hierdurch oberhalb der Bremsklotzeinheiten relativ viel Raum benötigt, der oftmals jedoch durch andere Fahrzeugteile, insbesondere dessen Rahmen oder Wagenkasten verbaut ist: Das Unterbringen der Halterungsanordnung kann also Schwierigkeiten bereiten. Außerdem treten während Bremsungen bei seitlich ausgelenkten Bremsklotzeinheiten mit entsprechend aus der Vertikalen ausgelenkten Halterungshebeln insbesondere bei deren kurzer Ausbildung aus dem Bremsmoment resultierende, fahrtrichtungsabhängige Querkräfte auf.In all of these known mounting arrangements, the longitudinal direction of the mounting levers is essentially vertical. Even with a short design of the bracket levers, as provided for the brake block units, this means that a relatively large amount of space is required above the brake block units, but this is often obstructed by other vehicle parts, in particular the frame or car body: accommodating the bracket arrangement can therefore be difficult. In addition, during braking in the case of laterally deflected brake block units with correspondingly deflected mounting levers, lateral forces which depend on the direction of travel and result from the braking torque, particularly when the brake levers are short.

Bei einer gattungsgemäßen Anordnung (DE-U-89 05 983) ist eine Halterungsanordung vorgesehen, bei welcher die Drehachsen der Anlenkungen der Halterungshebel am Fahrzeugrahmen senkrecht verlaufen, während die Anlenkung an der Bremsklotzeinheit direkt von einem waagrechten, von der Bremsklotzeinheit getragenen Bolzen gebildet ist. Die Halterungshebel besitzen seitliches Spiel gegenüber den Bolzen umgebenden Anschlägen, wodurch eine Querbeweglichkeit gegeben ist. Ein Verkanten zwischen den Augen der Halterungshebel und dem Bolzen ist nicht auszuschließen, insbesondere bei stärkerem seitlichen Versatz; bei zur Querbeweglichkeit erforderlichem größeren Spiel zwischen den Augen der Halterungshebel und dem Bolzen ist jedoch die Stabilität, insbesondere die Parallelität der Halterungshebel in Querrichtung des Fahrzeuges in Frage gestellt.In a generic arrangement (DE-U-89 05 983) a bracket arrangement is provided in which the axes of rotation of the linkages of the bracket levers on the vehicle frame run vertically, while the linkage on the brake block unit is formed directly by a horizontal bolt carried by the brake block unit. The mounting levers have lateral play in relation to the stops surrounding the bolts, so that there is transverse mobility. Tilting between the eyes of the mounting lever and the bolt cannot be ruled out, especially in the event of greater lateral displacement; in the case of greater play between the eyes of the mounting levers and the bolt, which is necessary for transverse mobility, the stability, in particular the parallelism of the mounting levers in the transverse direction of the vehicle, is questioned.

Davon ausgehend besteht die Aufgabe der Erfindung darin, eine Halterungsanordnung der gattungsgemäßen Art so auszugestalten, daß auch bei ausreichend langer Ausbildung der Halterungshebel keine Einbauschwierigkeiten zu gewährtigen sind; zudem soll Stabilität der Parallelführung beider Halterungshebel erzielbar sein und es sollen während Bremsungen keine aus dem Bremsmoment resultierenden unerwünschten Seitenkräfte verursacht werden.Based on this, the object of the invention is to design a mounting arrangement of the generic type in such a way that even with a sufficiently long design of the mounting lever no installation difficulties are to be granted; in addition, stability of the parallel guidance of both mounting levers should be achievable and no undesirable side forces resulting from the braking torque should be caused during braking.

Zur Lösung dieser Aufgabe dienen die Merkmale nach dem Kennzeichnungsteil des Patentanspruches 1.The features according to the characterizing part of claim 1 serve to solve this problem.

Durch die Anlenkungen der Drehachsen in vertikaler Richtung wird oberhalb der Bremsklotzeinheit lediglich eine der Breite, nicht der Länge der Haltungshebel entsprechende, relativ kleine Einbauhöhe benötigt; durch die mittelbare Anlenkung der Halterungshebel an der vom Bolzen getragenen vertikalen Drehachse im Bereich der Bremsklotzeinheit ist zudem eine gute Parallelführung in Querrichtung des Fahrzeuges ermöglicht.Due to the articulation of the axes of rotation in the vertical direction, only a relatively small installation height corresponding to the width, not the length, of the holding levers is required above the brake block unit; The indirect articulation of the mounting levers on the vertical axis of rotation carried by the bolt in the area of the brake block unit also enables good parallel guidance in the transverse direction of the vehicle.

Vorteilhafte Ausgestaltungen und Weiterbildungen sind in weiteren Patentansprüchen aufgeführt.Advantageous refinements and developments are listed in further patent claims.

In den Zeichnungen sind Ausführungsbeispiele für nach der Erfindung ausgebildete Halterungsanordnungen dargestellt, und zwar zeigt

Figur 1
eine aufgeschnittene Halterungsanordnung in Verbindung mit einer Bremsklotzeinheit in Seitenansicht,
Figur 2
in vergrößertem Maßstab eine Aufsicht auf eine teilweise aufgeschnittene Halterungsanordnung gemäß Figur 1,
Figur 3
eine Aufsicht gemäß Figur 2 auf eine abgewandelte Ausführungsform der Halterungsanordnung, und
Figur 4
die Halterungsvorrichtung in Verbindung mit einer beidseitigen Bremsklotzanordnung.
In the drawings, exemplary embodiments of holder arrangements designed according to the invention are shown, and that shows
Figure 1
a cut bracket assembly in connection with a brake block unit in side view,
Figure 2
1 on a larger scale a top view of a partially cut-away mounting arrangement according to FIG. 1,
Figure 3
a supervision of Figure 2 of a modified embodiment of the bracket assembly, and
Figure 4
the mounting device in connection with a bilateral brake block arrangement.

Die Figur 1 zeigt eine Bremsklotzeinheit 1 üblicher Bauart, an welcher vermittels eines Pendelhebels 2 ein Bremsklotz 3, bestehend wie üblich aus einem Bremssohlenhalter und an diesem gehalterten Bremssohlen, aufgehängt ist, welcher vermittels eines der Bremsklotzeinheit 1 zugehörenden Druckstößels 4 an die Lauffläche eines abzubremsenden Fahrzeugrades 5 anpreßbar ist. In ihrem unteren Bereich ist die Bremsklotzeinheit 1 vermittels eines im wesentlichen horizontal in Fahrzeuglängsrichtung verlaufenden Pendelhebels 6 kardanisch an einem fahrzeugrahmenfesten Widerlager 7 angelenkt; der Pendelhebel 6 dient als Drehmomentabstützung für die Bremsklotzeinheit 1 , er nimmt während Bremsungen einen Teil der Reaktionskraft aus der Anpreßkraft des Bremsklotzes 3 an das Fahrzeugrad 5 auf. An ihrer Oberseite ist die Bremsklotzeinheit 1 mit zwei auch aus Figur 2 ersichtlichem, in Fahrzeugquerrichtung zueinander versetzt angeordneten Lageraugen 8 zur um eine horizontale Querachse 9 drehbaren Aufhängung am Fahrzeugrahmen ausgestattet. Insoweit entspricht die Bremsklotzeinheit 1 mit der Drehmomentabstützung durch den Pendelhebel 6 und der durch die Lageraugen 8 verlaufende Querachse 9 dem Stand der Technik. In Figur 2 sind von der Bremsklotzeinheit 1 lediglich die Lageraugen 8 aufgeschnitten dargestellt.FIG. 1 shows a brake block unit 1 of a conventional type, on which a brake block 3, consisting, as usual, of a brake block holder and brake blocks held thereon, is suspended by means of a pendulum lever 2, which brake block is attached to the tread of a vehicle wheel to be braked by means of a pressure tappet 4 belonging to the brake block unit 1 5 can be pressed. In its lower area, the brake pad unit 1 is articulated by means of a pendulum lever 6, which runs essentially horizontally in the longitudinal direction of the vehicle, on an abutment 7 fixed to the vehicle frame; the pendulum lever 6 serves as a torque support for the brake pad unit 1, it absorbs part of the reaction force from the contact pressure of the brake pad 3 to the vehicle wheel 5 during braking. On its upper side, the brake pad unit 1 is equipped with two bearing eyes 8, also shown in FIG. 2 and offset in the vehicle transverse direction, for suspension on the vehicle frame which can be rotated about a horizontal transverse axis 9. In this respect, the brake pad unit 1 with the torque support by the pendulum lever 6 and the transverse axis 9 running through the bearing eyes 8 corresponds to the prior art. In Figure 2, only the bearing eyes 8 are shown cut from the brake block unit 1.

Wie aus Figur 1 und 2 ersichtlich, sind die Lageraugen 8 von einem Bolzen 10 drehbar durchsetzt, die Achse des Bolzens 10 verläuft koaxial zur Querachse 9. Außenseitig zu den beiden Lageraugen 8 ist der Bolzen 10 mit jeweils einem Lagerauge 11 bzw. 11' versehen, dessen Achse 12 die Querachse 9 rechtwinklig schneidet und im wesentlichen vertikal verläuft. Die Lageraugen 11 und 11' greifen jeweils zwischen die beiden Hebelwangen 13 und 14 zweier doppelwangiger Halterungshebel 15 bzw. 16 ein, die sich von den Lageraugen 11 bzw. 11' im wesentlichen horizontal und in Richtung zum Fahrzeugrad 5 in Fahrzeuglängsrichtung erstrecken. Vermittels vertikaler, die Achsen 12 beinhaltender Bolzen 17 sind die Halterungshebel 15 und 16 drehbar an den Lageraugen 11 bzw. 11' angelenkt; diese Anlenkungen sind insgesamt durch die Bezugszeichen 18 und 18' verdeutlicht.As can be seen from FIGS. 1 and 2, the bearing eyes 8 are rotatably penetrated by a bolt 10, the axis of the bolt 10 runs coaxially to the transverse axis 9. On the outside of the two bearing eyes 8, the bolt 10 is provided with a bearing eye 11 and 11 ', respectively , whose axis 12 intersects the transverse axis 9 at right angles and runs essentially vertically. The bearing eyes 11 and 11 'each engage between the two lever cheeks 13 and 14 of two double-cheeked mounting levers 15 and 16, which extend from the bearing eyes 11 and 11' essentially horizontally and in the direction of the vehicle wheel 5 in the vehicle longitudinal direction. The mounting levers 15 and 16 are rotatable on the bearing eyes 11 and 11 'by means of vertical bolts 17 containing the axes 12. articulated; these articulations are illustrated overall by reference numerals 18 and 18 '.

Die jeweils obere Hebelwange 13 der Halterungshebel 15 und 16 steigt in Richtung zum Fahrzeugrad 5 hin an, die Halterungshebel 15 und 16 weisen daher fahrzeugradzugewandt eine ansteigende Höhenerstreckung und damit größere Basisbreite für ihre fahrzeugradseitige Anlenkung 19 bzw. 19' an einem fahrzeugrahmenfesten Teil 20 auf. Im Bereich zwischen den Anlenkungen 18 und 19 bzw. 18' und 19' sind die Hebelwangen 13 und 14 jedes Halterungshebels 15 bzw. 16 durch einen vertikalen Hebelsteg 21 fest miteinander verbunden. Im Bereich der Anlenkungen 19 und 19' übergreifen die Hebelwangen 13 und 14 der Halterungshebel 15 und 16 jeweils beidseitig ein Lagerauge 22 bzw. 22'. Die beiden Lageraugen 22 und 22' befinden sich an den Enden eines sich zwischen diesen erstreckenden Befestigungsteiles 23, welches mittels gemäß Ausführungsbeispiels zweier Verschraubungen 24, von welchen eine Verschraubung 24 gestrichelt und die andere nur durch ihre Achse angedeutet ist, fest mit dem Teil 20 verbunden ist. In den Anlenkungen 19 bzw. 19' sind die Halterungshebel 15 und 16 durch jeweils einen vertikalen Bolzen 25 schwenkbar am Lagerauge 22 bzw. 22' angelenkt.The respective upper lever cheek 13 of the mounting levers 15 and 16 rises in the direction of the vehicle wheel 5, the mounting levers 15 and 16 therefore have an increasing vertical extension facing the vehicle wheel and thus a larger base width for their vehicle wheel-side linkage 19 or 19 'on a part 20 fixed to the vehicle frame. In the area between the articulations 18 and 19 or 18 'and 19', the lever cheeks 13 and 14 of each mounting lever 15 or 16 are firmly connected to one another by a vertical lever web 21. In the region of the linkages 19 and 19 ', the lever cheeks 13 and 14 of the mounting levers 15 and 16 each overlap a bearing eye 22 and 22' on both sides. The two bearing eyes 22 and 22 'are located at the ends of a fastening part 23 extending between them, which is firmly connected to the part 20 by means of two screw connections 24 according to the exemplary embodiment, of which one screw connection 24 is dashed and the other is only indicated by its axis is. In the articulations 19 and 19 ', the mounting levers 15 and 16 are each pivotably articulated on the bearing eye 22 and 22' by a vertical bolt 25.

Aus der Aufsicht auf die Halterungsanordnung gemäß Figur 2 ist klar erkennbar, daß die beiden Halterungshebel 15 und 16 ein parallelogrammartiges Viergelenk bilden, wodurch die Bremsklotzeinheit 1 horizontal parallel beweglich am Teil 20 und damit am Fahrzeugrahmen gehaltert ist. Die Bremsklotzeinheit 1 kann somit Seitenverschiebungen des Fahrzeugrades 5 unter entsprechendem Drehen der Halterungshebel 15 und 16 ohne weiteres folgen.From the top view of the mounting arrangement according to FIG. 2 it can be clearly seen that the two mounting levers 15 and 16 form a parallelogram-like four-bar linkage, as a result of which the brake block unit 1 is horizontally movable in parallel on the part 20 and thus on the vehicle frame. The brake block unit 1 can thus easily follow lateral displacements of the vehicle wheel 5 with corresponding rotation of the mounting levers 15 and 16.

Um die Bremsklotzeinheit 1 bezüglich ihres Bremsklotzes 3 in jeweils richtiger Lage zur Lauffläche des Fahrzeugrades 5 zu haltern, kann es zweckmäßig sein, wie in Figur 2 dargestellt am fahrzeuginneren Lagerauge 11' des Bolzens 10 ein weiteres Lagerauge 26 anzuordnen: An diesem der Bremsklotzeinheit 1 zugeordneten Lagerauge 26 und einem entsprechenden Lagerauge, welches einer andersseitig am Schienenfahrzeug, bezogen auf eine vertikale Längsmittelebene des Schienenfahrzeuges zur Bremsklotzeinheit 1 spiegelbildlich angeordneten, weiteren Bremsklotzeinheit zugehört, sind die Enden einer nicht dargestellten, horizontal und quer zum Schienenfahrzeug verlaufenden Spurstange anzulenken. Bei Seitenverschiebungen des Radsatzes, welchem das Fahrzeugrad 5 zugehört, nimmt jeweils ein Spurkranz der Fahrzeugräder über den Bremsklotz 3 die jeweilige Bremseinheit 1 seitlich mit, diese Seitenbewegung wird dabei über die Spurstange auch auf die andersseitige Bremsklotzeinheit übertragen, so daß auch diese eine entsprechende Seitenversetzung erfährt. Die bezogen auf das Schienenfahrzeug beidseitigen Bremsklotzeinheiten 1 werden so vom Radsatz bei dessen Seitenverschiebungen stets derart mitgenommen, daß sich die Bremsklötze 3 der beiden Bremsklotzeinheiten 1 stets in ihrer korrekten Lage vor den Laufflächen der beidseitigen Fahrzeugräder 5 des Radsatzes befinden.In order to hold the brake pad unit 1 in the correct position relative to the tread of the vehicle wheel 5 with respect to its brake pad 3, it can be expedient, as shown in FIG. 2, to arrange a further bearing eye 26 on the bearing eye 11 ′ of the bolt 10 inside the vehicle: on this, assigned to the brake pad unit 1 Bearing eye 26 and A corresponding bearing eye, which belongs to another on the other side of the rail vehicle, related to a vertical longitudinal central plane of the rail vehicle to the brake block unit 1, arranged in mirror image, the brake block unit, the ends of a tie rod, not shown, running horizontally and transversely to the rail vehicle. In the event of lateral displacements of the wheel set to which the vehicle wheel 5 belongs, a wheel flange of the vehicle wheels takes the respective brake unit 1 laterally via the brake block 3, this lateral movement is also transmitted via the tie rod to the brake block unit on the other side, so that this also experiences a corresponding lateral displacement . The brake block units 1 on both sides of the rail vehicle are always carried along by the wheel set during its lateral displacements such that the brake blocks 3 of the two brake block units 1 are always in their correct position in front of the treads of the two-sided vehicle wheels 5 of the wheel set.

Bei Schienenfahrzeugrädern ist die Lauffläche zumeist sich zur Fahrzeugaußenseite hin konisch verjüngend ausgebildet. Wird während Bremsungen der Bremsklotz 3 in parallel er Richtung zur Fahrzeuglängsrichtung an diese konische Lauffläche angedrückt, so erfährt er eine zur Fahrzeugseite hin gerichtete Kraftkomponete, einen "Hangabtrieb". Zur Kompensation dieser Kraftkomponente kann es zweckmäßig sein, die Halterungsanordnung derart auszugestalten, daß bei in Mittelstellung befindlichem Radsatz die Halterungshebel 15 und 16 in Richtung zum Fahrzeugrad 5 auf die vertikale Fahrzeuglängsmittelebene hin geneigt verlaufen, und zwar um einen Winkel, welcher in etwa dem Kegelwinkel der Radlauffläche entspricht. Die Halterungsanordnung übt dann während Bremsungen eine den Hangabtrieb des Bremsklotzes 3 zumindest annähernd kompensierende, zur Fahrzeugmitte hin gerichtete Seitenkraft auf die Bremsklotzeinheit 1 und damit den Bremsklotz 3 aus. Bei der vorstehend beschriebenen Koppelung zweier Bremsklotzeinheiten 1 vormittels einer Spurstange ergibt sich hierbei ein besonders günstiges, seitliches Einstellverhalten der Bremsklotzeinheiten 1.In the case of rail vehicle wheels, the tread is usually tapered towards the outside of the vehicle. If, during braking, the brake pad 3 is pressed against this conical tread in the direction parallel to the longitudinal direction of the vehicle, it experiences a force component directed towards the vehicle side, a “downhill drive”. To compensate for this force component, it may be expedient to design the mounting arrangement such that, when the wheel set is in the central position, the mounting levers 15 and 16 are inclined towards the vehicle wheel 5 towards the vertical longitudinal plane of the vehicle, namely by an angle which is approximately the cone angle of the Wheel tread corresponds. During braking, the mounting arrangement then exerts a lateral force on the brake pad unit 1 and thus the brake pad 3, which at least approximately compensates for the downward slope of the brake pad 3 and is directed toward the center of the vehicle. When coupling two brake pad units 1 using a tie rod as described above, this results in a particularly favorable, lateral adjustment behavior of the brake pad units 1.

Es ist auch möglich, den vorstehend erwähnten Winkel , unter welchem die Halterungshebel 15 und 16 zur Fahrzeuglängsmittelebene hin geneigt verlaufen, geringfügig größer als den Konuswinkel der Radlauffläche des Fahrzeugrades 5 zu wählen: Es ergibt sich dann während Bremsungen eine zur Fahrzeugmitte hin gerichtete, auf die Bremsklotzeinheit 1 wirkende Kraftkomponente, durch welche der Bremsklotz 3 in Richtung zur Fußwurzel des Spurkranzes des Fahrzeugrades 5 gedrückt wird und somit seine axiale Lage, bezogen auf die Breite der Radlauffläche, stets genau beibehält. Bei dieser Ausführungsart kann es zweckmäßig sein, keine Spurstangen vorzusehen.It is also possible to choose the above-mentioned angle, at which the mounting levers 15 and 16 are inclined towards the vehicle longitudinal median plane, slightly larger than the cone angle of the wheel tread of the vehicle wheel 5: during braking, there is a direction towards the center of the vehicle, towards which Brake pad unit 1 acting force component, by which the brake pad 3 is pressed in the direction of the root of the flange of the vehicle wheel 5 and thus always maintains its axial position with respect to the width of the wheel tread surface exactly. In this embodiment, it may be advisable not to provide tie rods.

Die am Lagerauge 26 anzulenkende Spurstange muß andererseits nicht am entsprechenden Lagerauge einer fahrzeugandersseitigen, zweiten Bremsklotzeinheit angelenkt sein, sie kann vielmehr auch mit einem Achslagergehäuse oder einem querverschieblichen Getriebegehäuse oder einem sonstigen, sich mit dem Radsatz querverschiebenden Teil gekoppelt sein. Falls die vorstehend erwähnte, durch die konische Ausbildung der Radlauffläche bewirkte Hangabtriebskraft bezüglich der Bremsklotzeinheit 1 nicht oder nicht vollständig durch eine entsprechende Schräganordnung der Halterungshebel 15 und 16 oder in sonstiger, nachfolgend beschriebener Art kompensiert ist, kann es zweckmäßig sein, die am Lagerauge 26 anzulenkenden Spurstangen durch ein nur Zugkräfte übertragendes Bauelement, beispielsweise ein Seil oder eine Kette, zu ersetzen.The tie rod to be articulated on the bearing eye 26, on the other hand, does not have to be articulated on the corresponding bearing eye of a second brake block unit on the vehicle side, but rather can also be coupled to an axle bearing housing or a transversely displaceable gear housing or another part which displaces transversely with the wheelset. If the above-mentioned slope down force caused by the conical design of the wheel tread with respect to the brake block unit 1 is not or not completely compensated for by a corresponding inclined arrangement of the mounting levers 15 and 16 or in another manner described below, it may be expedient to link the bearing eye 26 Replace tie rods by a component that only transmits tensile forces, for example a rope or a chain.

Die Halterungsanordnung nach Figur 3 entspricht weitgehend derjenigen nach Figur 2, es sind entsprechende Bezugszahlen eingetragen. Gemäß Figur 3 verlaufen die Halterungshebel 15 und 16 parallel zur Fahrzeugslängsrichtung, zur Kompensation der zu Figur 2 beschriebenen Hangabtriebskraft ist ein Federpuffer 27 vorgesehen. Der Federpuffer 27 weist ein Gehäuse 28 auf, welches am Befestigungsteil 23 auf der dem Teil 20 abgewandten Seite mit quer zum Schienenfahrzeug verlaufender Achsrichtung 29 fest angeordnet ist. Das eine zylindrische Bohrung 30 aufweisende Gehäuse 28 ist in Richtung zur Fahrzeugmitte offen, in der Bohrung 30 befindet sich eine Feder 31, welche einen in der Bohrung 30 geführten, das Gehäuse 28 in Richtung zur Fahrzeugmitte überragenden Druckstößel 32 in Verschieberichtung zur Fahrzeugmitte hin belastet. Der fahrzeuginnenseitige Halterungshebel 16 ist an seiner fahrzeugaußenseitigen Flanke mit einer Anschlagfläche 33 versehen, an welcher der Druckstößel 32 anliegt und abgefangen ist, die Feder 31 belastet somit den Halterungshebel 16 in Drehrichtung um die Anlenkung 19' in Bewegungsrichtung des Bolzens 10 und damit der Bremsklotzeinheit zur Fahrzeugmitte hin. Die Spannung der Feder 31 kann derart gewählt werden, daß die Hangabtriebskraft lediglich kompensiert oder mit einem Kraftüberschuß überwunden wird, im letzeren Falle wird der Bremsklotz der Bremsklotzeinheit gegen den Spurkranz bzw. die Spurkranzwurzel des zugeordneten Fahrzeugrades gedrückt. Bei der Ausführung nach Figur 3 ist keine Spurstange vorgesehen, das Lagerauge 26 nach Figur 2 fehlt daher.The mounting arrangement according to FIG. 3 largely corresponds to that according to FIG. 2, corresponding reference numbers are entered. According to FIG. 3, the mounting levers 15 and 16 run parallel to the longitudinal direction of the vehicle, and a spring buffer 27 is provided to compensate for the downward slope force described in FIG. The spring buffer 27 has a housing 28 which is arranged on the fastening part 23 on the side facing away from the part 20 with an axial direction 29 running transversely to the rail vehicle is. The housing 28, which has a cylindrical bore 30, is open towards the center of the vehicle; in the bore 30 there is a spring 31 which loads a pressure tappet 32 guided in the bore 30 and projecting beyond the housing 28 towards the center of the vehicle in the direction of displacement towards the center of the vehicle. The vehicle-side mounting lever 16 is provided on its vehicle-side flank with a stop surface 33, on which the pressure tappet 32 rests and is intercepted, the spring 31 thus loads the mounting lever 16 in the direction of rotation around the linkage 19 'in the direction of movement of the bolt 10 and thus the brake block unit Center of vehicle. The tension of the spring 31 can be selected such that the downhill force is only compensated for or overcome with an excess of force, in the latter case the brake pad of the brake pad unit is pressed against the wheel flange or the wheel flange root of the assigned vehicle wheel. No tie rod is provided in the embodiment according to FIG. 3, the bearing eye 26 according to FIG. 2 is therefore missing.

Abweichend hierzu kann anstelle des Federpuffers 27 eine dessen Feder 31 entsprechende Feder in anderer Weise mittel- oder unmittelbar in Belastungsrichtung zur Fahrzeugmitte hin auf die Bremsklotzeinheit 1 wirkend vorgesehen sein.In a departure from this, instead of the spring buffer 27, a spring corresponding to the spring 31 thereof can be provided in another way, acting directly or indirectly in the direction of loading towards the center of the vehicle on the brake pad unit 1.

In weiterer Ausbildung der Ausführung nach Figur 3 ist am Befestigungsteil 23 nahe der Anlenkung 19 und dem Teil 20 abgewandt ein Anschlag 34 angeformt, gegen welchen sich ein am Halterungshebel 15 angeordneter Gegenanschlag 35 in einer Drehstellung dieses Halterungshebels 15 anzulegen vermag, welche der jeweils vorgesehenen bzw. vorgegebenen, fahrzeuginnenseitigen Endstellung der Bremsklotzeinheit entspricht. Bei entsprechend geringer Seitenverschieblichkeit des Fahrzeugradsatzes kann die Anordnung derart gewählt werden, daß der Anschlag 34 mit dem Gegenanschlag 35 bereits in Eingriff gelangt, wenn der Radsatz sich in seiner Mittellage befindet: Hierdurch kann erreicht werden, daß, bezogen auf fahrzeuginnenseitige Versetzungen des Fahrzeugrades, bereits ab der Mittellage des Radsatzes der Bremsklotz nicht mehr ständig am Spurkranz des Fahrzeugrades anliegt und an diesem schleift.In a further embodiment of the embodiment according to FIG. 3, a stop 34 is formed on the fastening part 23 close to the articulation 19 and the part 20, against which a counter-stop 35 arranged on the mounting lever 15 can be placed in a rotational position of this mounting lever 15, which of the respectively provided or corresponds to the predetermined end position of the brake pad unit on the vehicle. With a correspondingly low lateral displaceability of the vehicle wheel set, the arrangement can be selected such that the stop 34 already engages with the counter stop 35 when the wheel set is in its central position: this can achieve that, based on displacements of the vehicle wheel inside the vehicle, already from the center position of the wheel set, the brake pad no longer constantly bears against the wheel flange of the vehicle wheel and grinds against it.

Die Ausführung nach Figur 4 ist für beidseitige Bremsklotzanordnungen bezüglich des Fahrzeugrades 5 geeignet. Rechtsseitig des Fahrzeugrades 5 befindet sich eine Bremsklotzeinheit 1, die in ihrem Aufbau und in ihrer Halterung am Teil 20 weitgehend derjenigen nach Figur 1 entspricht. Anstelle des Pendelhebels 6 (Figur 1) ist am unteren Ende der Bremsklotzeinheit 1 gemäß Figur 4 eine Zugstange 36 angelenkt, welche das Fahrzeugrad 5 seitlich überquert und an ihrem anderen Ende am unteren Ende eines Zuspannhebels 37 angelenkt ist. Das obere Ende des Zuspannhebels 37 ist in gleicher Weise wie die Bremsklotzeinheit 1 am Teil 20 gehaltert, in Figur 4 sind hierzu die Lagerungen 18'' und 19''entsprechend den Lagerungen 18 und 19 für die Bremsklotzeinheit 1, sowie der Halterungshebel 15', entsprechend dem Halterungshebel 15, zu sehen. Vermittels eines dem Pendelhebel 2 entsprechenden Pendelhebels 2' ist am Zuspannhebel 37 ein Bremsklotz 3' angelenkt, welcher gegenüberliegend zum Bremsklotz 3 an die Lauffläche des Fahrzeugrades 5 anpreßbar ist. Die Halterung des Zuspannhebels 37 am Teil 20 kann des weiteren wie zu den vorstehend beschriebenen Ausführungsvarianten ausgebildet sein, lediglich eine Drehung um die der Querachse 9 entsprechende Querachse 9' muß stets erhalten sein. In mittlerer Höhenlage des Bremsklotzes 3' ist dieser gegen den Zuspannhebel 37 abgestützt, von der Zugstange 36 auf den Zuspannhebel 37 übertragene Zugkräfte werden durch diese Abstützung als Anpreßkräfte des Bremsklotzes 3' an die Lauffläche des Fahrzeugrades 5 übertragen. Der Bremsklotz 3' kann somit in gleicher Weise wie vorstehend zum Bremsklotz 3 beschrieben den Seitenverschiebungen des Radsatzes folgen, welchem das Fahrzeugrad 5 zugehört.The embodiment according to FIG. 4 is suitable for brake block arrangements with respect to the vehicle wheel 5 on both sides. On the right side of the vehicle wheel 5 there is a brake pad unit 1, which largely corresponds in its structure and in its mounting on the part 20 to that according to FIG. 1. Instead of the pendulum lever 6 (FIG. 1), a pull rod 36 is articulated at the lower end of the brake block unit 1 according to FIG. 4, which crosses the vehicle wheel 5 laterally and is articulated at its other end at the lower end of an application lever 37. The upper end of the application lever 37 is held on the part 20 in the same way as the brake block unit 1; in FIG. 4, the bearings 18 ″ and 19 '' corresponding to the bearings 18 and 19 for the brake block unit 1, as well as the bracket lever 15 ', corresponding to the bracket lever 15. By means of a pendulum lever 2 'corresponding to the pendulum lever 2', a brake pad 3 'is articulated on the application lever 37, which can be pressed opposite the brake pad 3 against the tread of the vehicle wheel 5. The mounting of the application lever 37 on the part 20 can furthermore be designed as for the embodiment variants described above, only a rotation about the transverse axis 9 'corresponding to the transverse axis 9 must always be maintained. In the middle height position of the brake pad 3 'it is supported against the application lever 37, tensile forces transmitted from the pull rod 36 to the application lever 37 are transmitted through this support as contact forces of the brake block 3' to the tread of the vehicle wheel 5. The brake pad 3 'can thus follow the lateral displacements of the wheel set to which the vehicle wheel 5 belongs in the same way as described above for the brake pad 3.

Kurzfassung:Short version:

Die Halterungsanordnung für querbewegliche Bremsklotzeinheiten (1) ist als ein parallelogrammartiges 4-Gelenk-Hebelwerk ausgebildet, welches einerseits, fahrzeugradseitig, am Fahrzeugrahmen (20) und andererseits an der Oberseite einer Bremsklotzeinheit (1) jeweils um vertikale Drehachsen (12) drehbar angelenkte, horizontal und im wesentlichen in Fahrzeuglängsrichtung verlaufende Halterungshebel (15) aufweist. Die Halterungshebel (15) können zur` Vergrößerung ihrer Anlenkbasis und Versteifung doppelwangig mit 2 Hebelwangen (13, 14) ausgebildet sein. Insbesondere bei um eine horizontale, zum Fahrzeug quer verlaufende Querachse (9) schwenkbarer Anlenkung der Bremsklotzeinheit (1) an den Halterungshebeln (15) ist am unteren Ende der Bremsklotzeinheit (1) eine Drehmomentabstützung vorzusehen, welche als zu einem Widerlager (7) führender Pendelhebel (6) oder als Zugstange ausgebildet sein kann, welche das Fahrzeugrad (5) überquert und mit einer andersseitigen Bremsklotzeinrichtung gekoppelt ist. Bei konischer Ausbildung der Lauffläche des Fahrzeugrades 5 können die Halterungshebel (15) in Vormallage um den Konuswinkel oder einen etwas größeren Winkel zur Fahrzeuglängsrichtung geneigt angeordnet sein, derart, daß sie etwa rechtwinklig zur Radlauffläche verlaufen; bei dieser Anordnung ergibt sich zumindest eine Kompensation der auf den Bremsklotz (3) infolge der konischen Radlauffläche einwirkenden "Hangabtriebskraft".The mounting arrangement for transversely movable brake block units (1) is designed as a parallelogram-like 4-link lever mechanism, which is articulated horizontally on the one hand, on the vehicle wheel side, on the vehicle frame (20) and on the other hand on the top of a brake block unit (1) about vertical axes of rotation (12) and has mounting levers (15) extending essentially in the longitudinal direction of the vehicle. The mounting levers (15) can be double-walled with 2 lever cheeks (13, 14) to enlarge their articulation base and stiffening. In particular, if the brake block unit (1) is pivotally articulated about a horizontal transverse axis (9) transverse to the vehicle on the mounting levers (15), a torque support is to be provided at the lower end of the brake block unit (1), which acts as a pendulum lever leading to an abutment (7) (6) or can be designed as a pull rod which crosses the vehicle wheel (5) and is coupled to a brake block device on the other side. With conical design of the tread Vehicle wheel 5, the mounting lever (15) can be arranged inclined in the preliminary position by the cone angle or a somewhat larger angle to the longitudinal direction of the vehicle, such that they run approximately at right angles to the wheel tread; With this arrangement, there is at least compensation for the "downhill driving force" acting on the brake pad (3) as a result of the conical wheel tread surface.

Infolge der im wesentlichen horizontalen Längserstreckung der Halterungshebel (15) erfordert die Halterungsanordnung für die Bremsklotzeinheit (1) nur eine geringe Bauhöhe und ist daher ohne Behinderung durch andere Bauelemente am Schienenfahrzeug unterbring- und montierbar.As a result of the essentially horizontal longitudinal extension of the mounting levers (15), the mounting arrangement for the brake block unit (1) requires only a small overall height and can therefore be accommodated and mounted on the rail vehicle without being hindered by other components.

BezugszeichenlisteReference list

11
BremsklotzeinheitBrake pad unit
2,2'2.2 '
PendelhebelPendulum lever
3,3'3.3 '
BremsklotzBrake pad
44th
DruckstößelPressure ram
55
FahrzeugradVehicle wheel
66
PendelhebelPendulum lever
77
WiderlagerAbutment
88th
LageraugeBearing eye
9,9'9.9 '
QuerachseTransverse axis
1010th
Bolzenbolt
11,11'11.11 '
LageraugeBearing eye
1212th
Achseaxis
1313
HebelwangeLever cheek
1414
HebelwangeLever cheek
15,15'15.15 '
HalterungshebelBracket lever
1616
HalterungshebelBracket lever
1717th
Bolzenbolt
18,18',18''18.18 ', 18' '
AnlenkungArticulation
19,19',19''19.19 ', 19' '
AnlenkungArticulation
2020th
Teilpart
2121
HebelstegLever bar
22,22'22.22 '
LageraugeBearing eye
2323
BefestigungsteilFastener
2424th
VerschraubungScrew connection
2525th
Bolzenbolt
2626
LageraugeBearing eye
2727
FederpufferSpring buffer
2828
Gehäusecasing
2929
AchsrichtungAxis direction
3030th
Bohrungdrilling
3131
Federfeather
3232
DruckstößelPressure ram
3333
AnschlagflächeAbutment surface
3434
Anschlagattack
3535
GegenanschlagCounterstop
3636
Zugstangepull bar
3737
ZuspannhebelLocking lever

Claims (6)

  1. Mounting arrangement for transversely movable brake shoe assemblies (1) on railway vehicles with transversely displaceable wheel sets, with double-cheeked mounting levers (15, 16), whose two lever cheeks (13, 14) arranged next to each other in a parallel manner are pivotably articulated at their one end around vertically-extending rotational axes on the vehicle frame (part 20) and at their other end near the upper end on the brake shoe assembly (1), each brake shoe assembly (1) being provided with two mounting levers (15, 16) extending approximately in the longitudinal direction of the vehicle and arranged offset to each other in the transverse direction of the vehicle, characterised by the following features:
    a) the rotational axes (12) of the couplings (18) on the brake shoe assembly (1) likewise extend vertically;
    b) on the brake shoe assembly (1) is rotatably mounted a pin (10) extending horizontally and transversely to the vehicle;
    c) on the ends of the pin (10) are pivotably articulated around the vertical rotational axis (12) the ends of the mounting levers (15, 16) facing the brake shoe assembly.
  2. Mounting arrangement according to claim 1, characterised in on the vehicle interior side the pin (10) is provided with a bearing eye (26) for articulating a track rod.
  3. Mounting arrangement according to one or more of the preceding claims, characterised by a prestressed spring (31), which directly or indirectly loads the brake shoe assembly (1) in the direction towards the interior of the vehicle (Figure 3).
  4. Mounting arrangement according to claim 3, characterised in that the spring (31) belongs to a spring buffer (27), whose push rod (32) loads one mounting lever (16) in the rotational direction inside the vehicle about its coupling (19') on the vehicle frame (part 20) or on a fixing part (23) fixedly connected to the frame.
  5. Mounting arrangement according to claim 4, characterised in that the spring buffer (27) is arranged on an anchoring (23), fixedly connectable to the vehicle frame (20) and having on its ends the articulation points (19, 19') for the two mounting levers (15, 16).
  6. Bearing arrangement according to claim 1 constructed for a double-sided brake shoe arrangement, the torque support being formed as a pull rod (36) extending from the brake shoe assembly (1) to the other side of the vehicle wheel (5) and articulated there on an essentially vertical clamping lever (37), characterised in that the upper end of the clamping lever (37) is articulated analogously to the brake shoe assembly (1) by means of two mounting levers (15') on the vehicle frame (part 20) (Figure 5).
EP94102556A 1993-05-13 1994-02-21 Lever arrangement for transversely movable brake shoe assemblies at railway vehicles Expired - Lifetime EP0624506B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4316128A DE4316128A1 (en) 1993-05-13 1993-05-13 Bracket assembly for transverse brake pad units on rail vehicles
DE4316128 1993-05-13

Publications (2)

Publication Number Publication Date
EP0624506A1 EP0624506A1 (en) 1994-11-17
EP0624506B1 true EP0624506B1 (en) 1997-05-28

Family

ID=6488062

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94102556A Expired - Lifetime EP0624506B1 (en) 1993-05-13 1994-02-21 Lever arrangement for transversely movable brake shoe assemblies at railway vehicles

Country Status (3)

Country Link
EP (1) EP0624506B1 (en)
DE (2) DE4316128A1 (en)
ES (1) ES2101366T3 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103010249B (en) * 2013-01-23 2016-01-13 南车株洲电力机车有限公司 A kind of bogie brake mount pad
DE102013213618A1 (en) * 2013-07-11 2015-01-15 Siemens Aktiengesellschaft braking device
CN103640593B (en) * 2013-11-26 2016-03-02 南车株洲电力机车有限公司 A kind of guide composition structure of installing for tread brake device

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2233180C3 (en) * 1972-07-06 1979-08-09 Mak Maschinenbau Gmbh, 2300 Kiel Disc brake for laterally shifting wheel sets of rail vehicles
SE7810162L (en) * 1978-09-28 1980-03-29 Sab Ind Ab INSTALLATION ARRANGEMENTS FOR A BRAKE ACTUATOR IN A RAILWAY VEHICLE
DE3409158A1 (en) * 1984-03-13 1985-09-19 Knorr-Bremse GmbH, 8000 München BRACKET ASSEMBLY OF BRAKE PAD UNITS ON RAIL VEHICLES
DE8905983U1 (en) * 1989-05-12 1989-07-13 Thyssen Industrie Ag, 4300 Essen Suspension for transversely mounted brake block units on rail vehicles with transversely movable wheel sets

Also Published As

Publication number Publication date
DE59402881D1 (en) 1997-07-03
ES2101366T3 (en) 1997-07-01
DE4316128A1 (en) 1994-11-17
EP0624506A1 (en) 1994-11-17

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