Brakes – Vehicle – Railway
Patent
1981-05-19
1983-09-06
Butler, Douglas C.
Brakes
Vehicle
Railway
188202, B61H 1500, B61H 100, F16D 6560
Patent
active
044023880
DESCRIPTION:
BRIEF SUMMARY
The present invention relates to a braking device for rail vehicles wherein a pair of brake shoes on opposite sides of the wheel are interconnected by parallel tie rods extending across both faces of the wheel, more particularly, to such a braking device having a mechanism for adjusting the lengths of the tie rods.
It has been known to provide a braking device for rail vehicles wherein two brake shoes on opposite sides of a railway wheel in the plane of the wheel are pressed against the contact surface of the wheel by a system of levers upon operation of a braking actuating unit. A first vertical braking lever is pivotable under a reaction force with respect to the contact force applied by the first brake shoe. The lower end of the first braking lever is pivotally connected with the ends of two parallel tie rods which are horizontal and cross over the opposed faces of the vehicle wheel. The other ends of the tie rod are connected to the lower end of a second vertical braking lever positioned opposite to the first braking lever and to which is connected a second braking shoe which is substantially opposite the first brake shoe. The ends of the tie rods are interconnected by traverse members and a self-acuating structure is provided for adjusting the play or release stroke of the brake shoes. This adjusting structure comprises a screw coupling enclosing a threaded spindle and a nut. Such a braking device was proposed in DE-OS No. 25 51 225 and it was subsequently proposed to combine this braking device with a particular modification of the first braking lever as a multistage transmission gearing.
In such braking devices the adjusting structure is generallly disposed in the vicinity of the connection between the first braking lever and the tie rods and when inoperative or at rest is normally disposed between both tie rods. When the tie rods are displaced, the adjusting structure may be then disposed in that space adjacent that side of the first braking lever opposite the vehicle wheel. This space, however, is generally occupied by other components of the rail vehicle, and particularly the braking mechanism of another vehicle wheel. Accommodating such a braking system and its adjusting structure in a manner to facilitate its use therefore constituted a problem.
It was then proposed in FR-PS No. 1 463 955 to connect the lower ends of both braking levers by only one tie rod which passes across one face of the vehicle wheel. The length adjusting structure was then built into the tie rod and was actuated by a suitable control. However, this braking device had the disadvantage that a high magnitude of torque or flexural stress was produced in the braking levers, the connections of the braking levers to the tie rod and in the tie rod itself becuase of this offset arrangement of the brake shoes and the tie rod.
To avoid this disadvantageous unbalancing of the components it was then proposed to utilize two tie rods passing across both faces of the vehicle wheel and connected to the opposed brake levers. This, however, necessitated two complete adjusting structures each of which would be able to function independently with respect to the other. This proposal would thus be a very costly and disadvantageous solution to the problem.
In DE-OS No. 25 27 920 there was disclosed a stroke adjusting device built into the brake cyclinder and this device utilized a non-self-locking screw coupling consisting of a nut threaded upon a rotatable spindle shaft on the end of which is a coupling flange. Both sides of the coupling flange are engageable with stationary coupling surfaces. The spindle shaft is spring-loaded in the direction of the braking force to be transmitted and acts together with a resilient stop against the spring force after there has been a predetermined stroke or displacement of the brake shoe. The non-rotatable nut is then spring-loaded in the direction of the braking force to be transmitted.
It is therefore the principal object of the present invention to provide an improved braking device of the type described h
REFERENCES:
patent: 3624766 (1971-11-01), Sander
patent: 3782511 (1974-01-01), Parfitt
patent: 4136760 (1979-01-01), Sander
Sander Nils B. L.
Staltmeir Josef
Wosegien Bernd
Butler Douglas C.
Jaskiewicz Edmund M.
Knorr-Bremse GmbH
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