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
  • B61H13/00—Actuating rail vehicle brakes
  • B61H13/20—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
  • B61H9/00—Brakes characterised by or modified for their application to special railway systems or purposes

Definitions

• the invention relates to a braking system for freight cars that are used in cross-border traffic and in which the braking system is to be adapted to two different operating pressures and lever ratios.
• the braking devices can be used both in the UlC system or analog operating systems and with the brake-specific features of the GUS system or analog operating systems.
• the pneumatic part consists of a main air line running under the entire length of the frame, a control valve with an auxiliary air tank, various
• the mechanical part consists of a central brake linkage which comprises two horizontal compensating levers which are articulated on the one hand on the brake cylinder or the piston rod and on the other hand are connected to the main brake drawbars which lead to further braking devices in the bogies. At least one tie rod is located between the two compensating levers, about the end points of which the compensating levers rotate when the piston rod is moved.
• a control valve with an auxiliary air tank is provided, the control valves used being those for the UIC or GUS system or analog Systems are approved.
• One is in the lines from the control valves to the brake cylinder
• Valve arrangement with the function of a three-way valve in the simplest case even only a three-way valve, so that the brake cylinder is operated only with one of the two control valves selected.
• the three-way valve or its actuation is preferably locked or closed, so that its changeover to the other control valve cannot take place unintentionally.
• the effective position of the tie rod between the horizontal compensating levers is changed according to the invention.
• the load change takes place pneumatically, depending on the loading condition, through an adjustment on the control valve
• UlC systems with pneumatic influence through adjustment on the control valve as well as with mechanical influence through a change in the effectiveness of the tie rods in the Center brake linkage.
• the solution according to the invention is suitable for both versions. It provides that in addition to the tie rods according to the UlC system, another tie rod is arranged between the compensating levers, the articulation of which is selected in accordance with the operation on the CIS railway. The articulation points of this towing bar are relatively close to the brake cylinder on the leveling levers.
• This load tie rod is therefore preferably connected to the neighboring tie rod of the UlC system by cross connections to form a structural unit, this unit being supported and guided in the horizontal plane between the compensating levers.
• This load tie rod is therefore preferably connected to the neighboring tie rod of the UlC system by cross connections to form a structural unit, this unit being supported and guided in the horizontal plane between the compensating levers.
• the bolts are released by removing them from the tie rod that is not active.
• the main brake pull rod is articulated to the different position of the trigger points of the brake lever system of bogie types by means of a length and height adjustable sliding piece, which can also be designed as a fixed intermediate piece.
• Fig. 1 shows the pneumatic and the mechanical part of a brake system in which a load changeover takes place on the control valves
• FIG. 2 shows a center brake linkage for a brake system, the load changeover being carried out mechanically for the UIC brake system.
• the bolt connection of the load rod for the power transmission in the CIS brake system is cleared so that the brake works in the UlC system, in the given case in the "empty" load regime in the release position.
• Fig. 3 as Fig. 2, but the center brake linkage is shown in the braking position at the load level "empty", wherein the holes F 'and E' on the tie rod 31 do not match the holes F and E of the compensating lever 8, 9.
• Fig. 4 is a center brake linkage for a brake system, each having a bolt connection of the idle rod and the load rod for power transmission in the UIC brake system are cleared, so that the brakes work in the CIS brake system, in the given case in the release position.
• Figure 1 shows, on the base frame, not shown, is the center brake linkage, which comprises the brake cylinder 1 with the piston rod 2 and the horizontal compensating levers 8, 9 as well as load tie rods 21, 22 extending between them.
• the fixed point compensating lever 9 is on the one hand attached to a fixed pivot point B on the brake cylinder 1 and its pivot point D at its other end is connected to the main brake pull rod 7, which leads to a bogie, not shown.
• the cylinder compensation lever 8 is connected to the piston rod 2 at the articulation point A and to another main brake drawbar 7 at the articulation point C.
• a tow bar 22 is attached to the articulation points G and H of the two compensating levers 8, 9.
• the articulation points E and H are proportionate due to the differences in the gear ratios in the bogies and the use of plastic brake blocks close to the brake cylinder 1 or at the articulation points A and B. For this reason, the drawbar 21 is also curved or kinked so that it does not touch the brake cylinder.
• the pull rod 22, which is effective for the UIC brake, is located at a greater distance from the brake cylinder 1.
• the system with the higher operating pressure in the main air line for example, is the system of the GUS railways than the UlC system with the lower pressure. System.
• either the load tie rod 21 at the articulation points E and F or the load drawbar 22 at the articulation points G and H is fastened to the horizontal compensating levers 8, 9 by means of articulated pivot pins drawn as black dots.
• the articulated eyes of the non-engaging truck are shown as white circles. They can be moved freely on the compensating levers 8, 9 relative to the articulation points E and F or G and H, as is shown, for example, in FIG. 3.
• drawbars 21 and 22 are connected by cross connections 23 so that they are designed as a structural unit which extends in the horizontal plane between the compensating levers and which is supported or guided in some other suitable manner without the mobility is affected.
• the two main brake pull rods 7 are connected by a push rod 10, the control bracket of which is displaceable on one part of the rod 7.
• the rod 7 also has a brake linkage adjuster 4. At the two free ends of the rods 7 there are sliding pieces 5,
• SPARE BLADE which are adjustable in length and height on the main brake cable, and can be locked in such a way that they can be connected to the other parts of the brake system in the bogies at different positions of the articulation points.
• the pneumatic part shown in Fig. 1 has a main air line 40, which has at its ends stopcocks and connecting parts to adjacent cars.
• a control valve 41 of the type customary for UlC systems, is connected to the main air line 40.
• An auxiliary air container 42 is assigned to it.
• the connection between the main air line 40 and the control valve 41 can be interrupted by a shut-off valve, of which only the actuation lever 43 is shown.
• a load change for a different braking behavior when the car is empty and loaded can be set on the control valve 41 via the actuating lever 44.
• the actuation for the type of braking freight train or passenger train on the control valve 41 is made via a further actuating lever 59.
• Another line branches off from the main air line 40 via a shut-off valve 53 to a further control valve 51, which is common and approved for the GUS system, for example.
• An auxiliary air tank 52 is also assigned to the control valve 51.
• the load change on the control valve 51 can also be changed pneumatically by means of the actuation 54.
• the actuation 57 is used to set the type of braking, for example in the GUS system for flat and mountain areas on the control valve 51.
• Brake air lines 45 and 55 run from the control valves 41 and 51 to a three-way valve 50, which can be changed over by the actuation 49 and thereby connects the brake cylinder 1 either to the control valve 41 or to the control valve 51.
• the three-way valve 50 or another valve device with this function must be secured so that an unintentional and impermissible change cannot take place; For example, so that the change from one brake system to the other is only possible when changing the bogie.
• center brake linkages are shown in various positions, in which the load change can be carried out mechanically by means of the actuation 60 for UIC systems or analogs.
• the tie rods 32 and 33 are available for the UlC system, and the further tie rod 31 is arranged for adaptation to the GUS system.
• the towing rods 31 and 32 are connected to a structural unit 35 by cross connections 34.
• the load-rod 31 is connected to the compensating levers 8 and 9 by bolts inserted at the articulation points E and F.
• the hinge pins at the hinge points G and H are removed in this case, i.e. there is a bolt change between the points GH / EF. This bolt change can alternatively take place between the points GM / EF.
• Fig. 2 shows the center brake linkage in the load level "empty" of the mechanically adjustable system, such as the UlC system, in the release position.
• a claw 36 is arranged around the articulation bolt located in an elongated hole at one end of the pull rod 32, on which there is a butt edge 37 which can abut a stop 38.
• a slight play 39 between the abutting edge and the stop is expedient for quickly overcoming the total play in the brake linkage when braking is initiated.
• Claw 36 and stop 38 are in a load change box, not shown.
• the claw 36 is released in the direction of the arrow indicated.
• the hinge eyes E and F are not attached to the compensating levers 8 and 9, ie this representation corresponds to the operation with the UIC brake system or an analog with mechanical load changeover.
• Fig. 3 shows the braking position for the representation in Fig. 2. It is shown on an unjust scale that the holes E ', F' for the bolt receptacle on the tie rod 31 a differentiated position to the holes E, F on the horizontal compensating levers 8th and take 9.
• the respective arrangement of the articulation points F-E, G-H and M-N on the horizontal balancing levers can be calculated according to the overall lever ratios and the necessary power transmission for each rail system.
• the present invention creates a braking system that can be used with relatively few changes in different operating systems of different tracks.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Braking Arrangements (AREA)
• Hydraulic Control Valves For Brake Systems (AREA)
• Regulating Braking Force (AREA)
• Valves And Accessory Devices For Braking Systems (AREA)
• Braking Systems And Boosters (AREA)

Priority Applications (5)

Applications Claiming Priority (2)

Publications (1)

Family

ID=6484918

Family Applications (1)

Country Status (9)

Cited By (3)

Families Citing this family (4)

Citations (3)

Family Cites Families (1)

• 1993
  • 1993-04-06 DE DE19934311362 patent/DE4311362C2/de not_active Expired - Fee Related
• 1994
  • 1994-03-17 SK SK1309-94A patent/SK283157B6/sk unknown
  • 1994-03-17 CZ CZ19942560A patent/CZ288385B6/cs not_active IP Right Cessation
  • 1994-03-17 RU RU94046355/28A patent/RU2106992C1/ru not_active IP Right Cessation
  • 1994-03-17 RO RO94-01922A patent/RO115034B1/ro unknown
  • 1994-03-17 WO PCT/DE1994/000292 patent/WO1994022703A1/de active IP Right Grant
  • 1994-03-17 PL PL94305798A patent/PL173389B1/pl unknown
  • 1994-03-22 FR FR9403340A patent/FR2703646B1/fr not_active Expired - Fee Related
  • 1994-12-13 BG BG99259A patent/BG62321B1/bg unknown

Patent Citations (3)

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