WO1992021543A1 - Unite de freinage de vehicules sur rails - Google Patents

Unite de freinage de vehicules sur rails Download PDF

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Publication number
WO1992021543A1
WO1992021543A1 PCT/DE1992/000449 DE9200449W WO9221543A1 WO 1992021543 A1 WO1992021543 A1 WO 1992021543A1 DE 9200449 W DE9200449 W DE 9200449W WO 9221543 A1 WO9221543 A1 WO 9221543A1
Authority
WO
WIPO (PCT)
Prior art keywords
axis
actuator
brake
housing
brake unit
Prior art date
Application number
PCT/DE1992/000449
Other languages
German (de)
English (en)
Inventor
Erich Fuderer
Albert Kerscher
Original Assignee
Knorr-Bremse Ag
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Knorr-Bremse Ag filed Critical Knorr-Bremse Ag
Priority to EP92910737A priority Critical patent/EP0585306B1/fr
Priority to KR1019930703618A priority patent/KR0180911B1/ko
Priority to DE59200794T priority patent/DE59200794D1/de
Priority to JP50976692A priority patent/JP3280970B2/ja
Publication of WO1992021543A1 publication Critical patent/WO1992021543A1/fr

Links

Classifications

    • 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
    • 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

Definitions

  • the invention relates to a brake unit for rail vehicles, with a lifting by a pendulum! guided brake block and a stroke actuator, the axial direction of which, when the brake unit is designed as a block brake unit, runs essentially in the pressing direction of the brake block against the tread of a rail vehicle wheel to be braked, and with a brake cylinder arranged eccentrically to the axis of the stroke actuator, which has a transmission gear with a force input part for the stroke actuator Serving, sleeve-like actuator housing is coupled, wherein the actuator housing is pivotable relative to the transmission gear about an axis of rotation perpendicular to the axial direction of the stroke actuator and wherein the stroke actuator has a threaded spindle which is non-rotatable at its front end about its axis coaxial with the axis of the stroke actuator, but at least in the through this axis and the longitudinal direction of the pendulum is pivotally articulated on the brake pad or a brake linkage or the pendulum lever, and wherein the stroke actuator is at
  • Such a brake unit in the form of a block brake unit is known, for example, from US Pat. No. 3,884,833.
  • the transmission gear is designed as a transmission lever which is parallel to the axis of the Rail vehicle wheel is pivoted with one end to the housing of the block brake unit and the other end to the piston rod of the brake cylinder and in its central region, near its articulation on the housing, to the actuator housing.
  • the front end of the threaded spindle of the lift actuator is pivoted about a bolt, which is also parallel to the axis of the rail vehicle wheel, at the lower end of the pendulum lift, the upper end of the pendulum lever is rotatably mounted on the housing of the block brake unit by means of a parallel bolt.
  • the lift actuator which in the known block brake unit is designed as a previously known lift actuator with two non-self-locking screwed nuts, requires a stop device with a stop play corresponding to the desired stroke of the lift actuator, this stop device is arranged near the end of the lift actuator remote from the brake block between the latter and the housing , it must therefore also be able to absorb the relative transverse movements of this stroke actuator end relative to the housing.
  • the stop device has a stop ring which projects radially from a part of the stroke actuator and engages between two ring stops fixed to the housing with the desired stroke corresponding axial play and additional radial play.
  • the stop device is spherically self-adjusting formed, for which purpose the stop ring is mounted with the interposition of a spherical bearing on the part of the stroke actuator supporting it.
  • the spherical bearing has a fixed to the part of the stroke actuator bearing ring with a spherical zone-like outer surface, the center of the ball in the middle of the stop ring lies on the axis of the stroke actuator.
  • the stop ring is pivotably mounted on this spherical zone-like outer surface with a corresponding inner surface.
  • this spherical bearing is not very suitable for transmitting forces which run in the axial direction of the stroke actuator and thus the stop direction of the stop device; high surface pressures can occur on the spherical bearing surfaces.
  • the threaded spindle together with the entire stroke adjuster therefore experiences a transverse position in the block brake unit housing, as a result of which oblique loads and constraints can occur on the bearings on the brake block or pendulum lever and on the transmission lever.
  • the transmission lever is usually double-armed, the lifting actuator between the two transmission lever arms is arranged and is articulated with its actuator housing on both arms, additional braking moments result in this, in particular in its threaded spindle, during braking with an inclined lifting actuator.
  • the known, threaded spindles are not very suitable for absorbing such transverse loads and bending moments, such loads can lead to malfunctions or even destruction, for example due to broken parts.
  • the front end of the threaded spindle continues to be positively guided in braking or releasing processes in a circular path around the pendulum lever suspension on the block brake unit or on the vehicle frame, while the articulation of the actuator housing on the transmission lever converts the former into a horizontal circular path the vehicle or housing-fixed storage of the transmission lever forces.
  • the stroke actuator, and in particular its threaded spindle experiences spatial pivoting movements, which the abovementioned stop device is able to follow without constraint, but which also lead to transverse and bending loads on the stroke actuator and its threaded spindle with the consequential risks mentioned.
  • brake units are already known, which are designed very similarly to block brake units, only an additional connecting rod is used instead of a brake block articulated for the disc brake at the front end of the threaded spindle. Even with brake units of this type, transverse and / or bending moments on the stroke actuator can have disadvantageous consequences.
  • brake units in particular block brake units, are known which, as a transmission gear, do not have a transmission lever, but rather a wedge gear, for example with a rotary wedge according to DE-AS 27 30959.
  • the stroke actuator can be guided near its two ends parallel to its axis, it can also be guided by a pendulum lever or handlebar lever, the guides at both ends can be designed differently from one another.
  • Ke gearboxes it is common not to provide sliding, but rolling guides or attacks on the wedge.
  • This object is achieved according to the invention in that a universal joint between the transmission gear and the actuator housing is classified, to which the axis of rotation belongs.
  • the latter cannot be subjected to unfavorably demanding forces, and if the front end of the threaded spindle, as is known and mostly also provided by manufacturing games, can be deflected slightly transversely and, if necessary, is displaceably displaceable by means of the pendulum lever, then only pure longitudinal forces are present to transfer the stroke actuator and its threaded spindle.
  • Fig.la a standing block brake unit
  • Fig.lb a lying block brake unit in each schematic side view
  • FIG. 4 shows a section along the line A-B in FIG. 3 with an adjacent housing area of the brake unit housing
  • Axial section through the actuator housing and the frame part, 6 shows a perspective view of the stroke actuator with a frame part, the front end of the threaded spindle being cut off,
  • FIG. 7 shows a section corresponding to FIG. 3, but with a modified mounting of the frame part on the actuator housing, and
  • FIG. 8 shows a section corresponding to FIG. 5 through an embodiment according to FIG. 7.
  • the brake unit according to the invention is particularly suitable for block brake units, but also for applying disc brakes.
  • a standing embodiment of a block brake unit is shown, wherein the brake block 3 suspended via a pendulum lever 1 on a support arm 2 fixed to the block brake unit is articulated on a threaded spindle 4 of a stroke actuator 5 serving as a push rod, which in turn is in the area of the intersection of it Axis 6 is coupled to a substantially perpendicular, vertical axis 7 of a Bremszyl nders 8 with a transmission gear, not shown, which can be driven by the brake cylinder.
  • these different guideways should not have any bending moments or transverse loads for the threaded spindle 4 or constraints or clamps on the bearing points of the threaded spindle 4 and of the stroke actuator 5.
  • the sectional view according to FIG. 2 shows a standing arrangement of a block brake unit, that is to say in the embodiment according to FIG.la, wherein the stroke actuator 5 and the brake cylinder 8 are arranged integrated in the housing 11 of the block brake unit.
  • the piston 12 of the Bremszyl nders 8 is articulated by means of its piston rod 14 to a rotary wedge 15, the transmission gear corresponds in structure to that according to the aforementioned DE-AS 2730959.
  • the rotary wedge 15 is double-walled, its two cheeks run laterally to an annular frame part 16 which encloses the actuator housing 17 with play allowing rotation.
  • the actuator housing 17 is provided with an upwardly and downwardly projecting bolt 18a and 18b, the two bolts 18a and 18b lie coaxially on a common, approximately vertical axis of rotation 19.
  • the frame part 16 has projecting bolts 20a and 20b on both sides, the common axis as axis of rotation 21 intersects or intersects axis of rotation 19 at least approximately on axis 6 at right angles.
  • a roller bearing 22 is located on each of the bolts 20a and 20b, the outer ring of which rests on the wedge surface 23 of the rotary wedge 15 so that it can roll.
  • the piston rod 14 is forked, the frame part 16 formed on both sides, a cheek of the rotary wedge 15 is articulated on each fork part by means of a bolt 24.
  • Both cheeks of the rotary wedge 15 are rotatably mounted on the housing 11 by means of further bolts 25; the bolts 24 and 25 run approximately parallel to the axis of rotation 21, the bolt 24 is located near the front wedge surface 23 and the bolt 25 below the axis 6 near the rear end of the rotary wedge 15.
  • the front end of the threaded spindle 4 is articulated by means of a bolt 26 on the brake block 3 and this by means of a further bolt 27 at the lower end of the pendulum lever 1, the upper end of the pendulum lever 1 is mounted on the support arm 2 via a further bolt 28; all bolts 26, 27 and 28 run with an axis direction approximately parallel to the axis of rotation 21.
  • the actuator housing 17 and thus the stroke actuator 5 can be rotated about the axes of rotation 19 and 21, so that together with the frame part 16 they form a universal joint 19, 16, 21 between the actuator housing 17 and that as a transmission gear 15 , 23, 22 to be addressed rotary wedge 15 with wedge surface 23 and roller bearing 22 that can be rolled off.
  • FIG. 3 shows the usual structure of the lift actuator on an enlarged scale: on the threaded spindle 4 - its front end with articulation on the brake pad 3 is cut off - a pressure nut 30 and a feed nut 31 are screwed together by means of a non-self-locking thread.
  • the two nuts 30 and 31 are loaded by springs in the direction of distance from the brake pad, that is to say backwards, intermediate roller bearings preventing the nuts 30 and 31 from being impaired by the spring loading.
  • the pressure nut 30 is assigned a rotary coupling 32 to an insert ring 33 fixed in the frame part 16 and the feed nut 31 a rotary coupling 34 to a control sleeve 35.
  • the control sleeve 35 surrounds the threaded spindle 4 with relatively little play and coaxially with the axis 6, it is by means of a Sliding block guide 36 axially displaceable, but non-rotatably guided on the actuator housing 17, the actuator housing 17 also surrounds the threaded spindle 4 in a ring-like manner coaxially with the axis 6.
  • the spring loads of the nuts 30 and 31 act in the closing direction of the rotating couplings 32 and 31, which are suitably designed to transmit axial forces 34.
  • a spring 37 is clamped by means of sleeve-like tie rods 38 and 39 between the housing 11 and the actuator housing 17 in such a way that it loads the latter in the direction of distance from the brake pad 3, that is to say backwards.
  • the actuator housing 11 is provided on its side facing away from the brake block 3 with a wide opening 40, in which the control sleeve 35 engages and ends with a large radial clearance; the opening 40 is closed to the outside by a cover 45 fixed to the housing 11.
  • a stop device 41 is formed: for this purpose, the control sleeve 35 is provided with a radially projecting stop ring 42, which likewise has radial play within the opening 40 and which between two ring stops 43 fixed to the housing 11 and 44 engages with axial play corresponding to the desired stroke of the stroke actuator 5 and radially deflectable.
  • the stop ring 42 and the ring stops 43 and 44 are designed in the manner of a spherical cap, the center of the sphere being in the region of the axis intersection 10.
  • the ring stop 43 is located on the back of a ring body 46 held by means of the cover 45 on the housing 11 within the opening 14, the control sleeve 35 with radial clearance surrounding the ring body 46 and the ring stop 44 is formed on the inside of the cover 45 itself.
  • the frame part 16 for receiving the bolts 18a and 18b is not provided with bearing bores, but with bearing grooves 51a and 51b open towards the front in the direction of the brake block 3.
  • the bolts 18a and 18b are rotatably mounted on the rear end of the bearing grooves 51a and 51b, which is remote from the brake block, and the spring 37 presses the bolts 18a and 18b against the respective groove base due to the load on the actuator housing 17.
  • the engagement of the pin 18a in the bearing groove 51a can be seen particularly well from FIG. 6; in FIG. 6 further reference numerals are inscribed which have the meanings explained above.
  • the axis 6' lie within a cone with its tip in the axis intersection 10 with a certain acute angle to the axis 6; the tip angle can be, for example, 3.5 °, this value is sufficient in practice to accommodate the different axis deflections when the block brake unit is standing or lying and the usual length of the pendulum lever 1.
  • the deflectability of the stroke actuator 5 with the threaded spindle 4 due to the gimbal application of force is sufficient even when the block brake unit is used in the case of transversely displaceable wheel sets in a standing or lying arrangement.
  • the brake unit can also be used to apply brake rods, in particular brake calipers for disc brakes.
  • the axis intersection 10 moves relative to the housing 11 in the direction of the axis 6.
  • the universal joint mounting of the actuator housing 17 relative to the transmission gear can also be designed as shown in FIGS. 7 and 8.
  • the frame part 16 is mounted on the actuator housing 17 by means of an annular spherical cap bearing 52 that transmits force in the direction of the axis 6 of the stroke actuator to the front.
  • two holding pins 53 coaxial to the axis of rotation 19 are provided between the frame part 16 and the actuator housing 17, the holding pins 53 only have to transmit small forces, they can therefore be designed according to FIG. 8 as simple insert parts which can be attached to the frame part in any way 16 are to be kept. Different holders of this type are shown in FIG. 8 above and below.
  • the holding pins 53 engage in corresponding bores on the actuator housing 17.
  • the Actuator housing 17 associated bearing surface of the spherical cap bearing 52 are located on an annular body 54 which is fixedly but releasably connected to the actuator housing 17, for example by screwing.
  • the rest of the structure corresponds to the embodiment described above, further explanations are not necessary.
  • a cylindrical bearing configuration with a cylinder axis coaxial with the axis of rotation 19 can also be provided between the frame part 16 and the actuator housing 17.
  • the stroke actuator 5 together with its threaded spindle 4 maintains a cardanic deflectability, as a result of which bending moments and oblique loads at the articulation points for the stroke actuator 5 or its threaded spindle 4 together with their disadvantageous consequences are avoided.
  • FIGS. 3 and 7 a certain type of lifting actuator is shown.
  • the cardanic linkage to the transmission gear can of course also be used for other lifting or release play actuators of a known type and relieves them of undesirable, disturbing loads.
  • the brake unit which can be used in particular as a block brake unit, has a brake cylinder (8) and a stroke actuator (5) with a threaded spindle (4) and at least one mother.
  • the brake cylinder (8) is arranged eccentrically to the axis (6) of the stroke actuator (5), it is coupled to the actuator housing (17) by a transmission gear (15, 23, 22).
  • the coupling takes place via a universal joint with a frame part (16) surrounding the actuator housing (17), the actuator housing (17) being pivotable about an axis of rotation (19) with the frame part (16) and the frame part (16) by means of bolts (18a, 18b).

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

Une unité de freinage utilisable notamment comme unité de frein à sabot comprend un cylindre de frein (8), un régulateur de levage (5) commandé par vis filetée (4) et au moins un écrou. Le cylindre de frein (8) est excentrique par rapport à l'axe (6) du régulateur de levage (5) et est relié par un engrenage multiplicateur (15, 23, 22) au boîtier (17) du régulateur. L'accouplement est assuré par un joint de cardan ayant un cadre (16) qui entoure le boîtier (17) du régulateur. Le boîtier (18) du régulateur est relié pivotant autour d'un axe de rotation (19) au cadre (16) du joint de cardan par des boulons (18a, 18b), alors que le cadre (16) du joint de cardan est accouplé pivotant autour d'un axe de rotation (21) à l'engrenage multiplicateur (15, 23, 22) par des boulons (20a). Les deux axes de rotation (19 et 21) sont perpendiculaires l'un par rapport à l'autre et perpendiculaires à l'axe (6) du régulateur de levage (5). L'articulation par joint de cardan permet d'éviter, même avec des essieux montés latéralement mobiles et avec un agencement vertical ou horizontal de l'unité de frein à sabot, des contraintes par flexion de la vis filetée (4) ou des contraintes diagonales des points d'articulation du régulateur de levage (5).
PCT/DE1992/000449 1991-05-29 1992-05-26 Unite de freinage de vehicules sur rails WO1992021543A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP92910737A EP0585306B1 (fr) 1991-05-29 1992-05-26 Unite de freinage de vehicules sur rails
KR1019930703618A KR0180911B1 (ko) 1991-05-29 1992-05-26 궤도 차량용 브레이크 유니트
DE59200794T DE59200794D1 (de) 1991-05-29 1992-05-26 Bremseinheit für schienenfahrzeuge.
JP50976692A JP3280970B2 (ja) 1991-05-29 1992-05-26 鉄道車両のためのブレーキユニット

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4117632.4 1991-05-29
DE4117632A DE4117632A1 (de) 1991-05-29 1991-05-29 Bremseinheit fuer schienenfahrzeuge

Publications (1)

Publication Number Publication Date
WO1992021543A1 true WO1992021543A1 (fr) 1992-12-10

Family

ID=6432742

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1992/000449 WO1992021543A1 (fr) 1991-05-29 1992-05-26 Unite de freinage de vehicules sur rails

Country Status (7)

Country Link
EP (1) EP0585306B1 (fr)
JP (1) JP3280970B2 (fr)
KR (1) KR0180911B1 (fr)
AT (1) ATE114132T1 (fr)
DE (2) DE4117632A1 (fr)
ES (1) ES2065185T3 (fr)
WO (1) WO1992021543A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4402995C1 (de) * 1994-02-01 1995-05-24 Knorr Bremse Systeme Klotzbremseinheit für Schienenfahrzeuge
DE19820199C1 (de) 1998-05-06 2000-02-24 Knorr Bremse Systeme Klotzbremseinheit für Schienenfahrzeuge

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2376339A1 (fr) * 1976-12-31 1978-07-28 Knorr Bremse Gmbh Dispositif de serrage pour freins a friction, notamment de vehicules sur rails
EP0392752A1 (fr) * 1989-04-11 1990-10-17 Westinghouse Brake And Signal Holdings Limited Actionneur pour le frein d'un véhicule
US4993521A (en) * 1988-08-26 1991-02-19 Nippon Air Brake Co., Ltd. Tread brake unit

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2376339A1 (fr) * 1976-12-31 1978-07-28 Knorr Bremse Gmbh Dispositif de serrage pour freins a friction, notamment de vehicules sur rails
US4993521A (en) * 1988-08-26 1991-02-19 Nippon Air Brake Co., Ltd. Tread brake unit
EP0392752A1 (fr) * 1989-04-11 1990-10-17 Westinghouse Brake And Signal Holdings Limited Actionneur pour le frein d'un véhicule

Also Published As

Publication number Publication date
DE4117632A1 (de) 1992-12-03
ES2065185T3 (es) 1995-02-01
EP0585306B1 (fr) 1994-11-17
JP3280970B2 (ja) 2002-05-13
EP0585306A1 (fr) 1994-03-09
DE59200794D1 (de) 1994-12-22
ATE114132T1 (de) 1994-12-15
JPH06510964A (ja) 1994-12-08
KR0180911B1 (ko) 1999-04-15

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