Magnetic track brake comprising a high level recognition device mounted in or on the handling cylinder

Abstract

The invention relates to a magnetic rail brake device (1) for a rail vehicle, having at least: at least one pressure medium actuated actuating cylinder (5), comprising a cylinder housing (10) and an actuating piston (7) movable relative to the cylinder housing (10); at least one magnet device (2), which is lowerable by means of the at least one actuating cylinder (5) into a lowered position onto a rail, in order to generate a magnetic attraction between the rail and the at least one magnet device (2) by means of a magnetic short circuit with the rail, and which is adjustable by means of the actuating cylinder (5) into a raised position lifted from the rail and into any intermediate position between the lowered position and the raised position; at least one raised position recognition device (17), which generates a raised position signal when the raised position is occupied by the at least one magnet device (2) in the raised position.

Description

TECHNICAL FIELD

[0001] The invention starts from a magnetic rail brake for a rail vehicle, having at least one pressure medium operated operating cylinder, which comprises a cylinder housing and an operating piston which is movable relative to the cylinder housing, at least one magnet device which can be lowered by means of the operating cylinder into a lowered position onto a rail in order to generate a magnetic attractive force between the rail and the at least one magnet device by means of a magnetic short circuit with the rail and which can be adjusted by means of the operating cylinder into a raised position from the rail and into any intermediate position between the lowered position and the raised position, and at least one raised position recognition device which generates a raised position signal when the raised position of the at least one magnet device is occupied. BACKGROUND

[0002] Generally a magnet device or a magnetic rail brake is fastened on a bogie of a rail vehicle and has for example two elongated link magnets which in an unoperated state are arranged at a parallel distance on the two rails of a railway. In order to homogenize the braking action and in order to guide the two link magnets relative to each other, the link magnets couple a brake frame to each other, which extends in the transverse direction over the width of the railway, so that a rectangular frame shape is formed by the two link magnets and the brake frame. The operation of each link magnet takes place by means of two operating cylinders which are successive in the longitudinal direction of the rail, the operating pistons of which act on the link magnets and whose operating cylinders are connected with flanges on the bogie. The operating pistons are preloaded upwards towards the bogie by means of springs, so that the link magnets are lifted from the rail on the basis of the spring action of the four operating pistons. For the lowering of the link magnets, for example compressed air is fed to the working space of the operating cylinders, whereby a pressure acts onto the operating pistons, which is greater than the spring force, so that the operating pistons extend and the link magnets are pressed against the rail. At the same time the link magnets are electromagnetically excited, so that a braking force is formed by the resulting magnetic attractive force and the friction between the rail and the link magnets, which supplements the braking force applied by the main brake system.

[0003] In the magnetic rail brake known from the prior art there is furthermore a raised position recognition device which generates a raised position signal when the raised position of the at least one magnet device is occupied. The raised position signal is evaluated in an electronic control device, which also controls the operating cylinders, the raised position signal being a signal by means of which it is indicated that the raised position is reached by the magnet device.

[0004] It is desirable here that the raised position recognition device is implemented as a standardized unit without the need for a project-specific adaptation of the bogie and the magnetic rail brake. Furthermore the raised position recognition device should be largely insensitive with respect to environmental influences and can be assembled and disassembled in a simple manner. SUMMARY

[0005] It is therefore the task of the present application to further configure the magnetic rail brake device in such a way that it can be flexibly used in many different magnetic rail installations and is resistant to environmental influences.

[0006] This task is solved according to the application by advantageous features.

[0007] Disclosure of the application

[0008] The two aspects of the application are based on a magnetic rail brake device for a rail vehicle, having at least one pressure medium actuated actuating cylinder, which comprises a cylinder housing and an actuating piston which is movable relative to the cylinder housing, at least one magnet device which can be lowered by means of the actuating cylinder into a lowered position onto a rail in order to generate a magnetic attractive force between the rail and the at least one magnet device by means of a magnetic short circuit with the rail and which can be adjusted by means of the actuating cylinder into a raised position from the rail and into any intermediate position between the lowered position and the raised position, and at least one raised position recognition device which generates a raised position signal when the raised position of the at least one magnet device is occupied.

[0009] The magnet device can be formed by a ring magnet or by a rigid magnet. The raised position signal is evaluated, for example, in an electronic control device which also controls the at least one actuating cylinder, i.e. a signal by means of which the raised position reached by the magnet device is indicated.

[0010] According to the first aspect of the application, it is provided that the raised position recognition device has at least one electric end position switch, for example embodied as a microswitch, which is arranged inside the actuating cylinder and which has at least two switching states which change when the raised position is occupied by the magnet device.

[0011] Here, the electric end position switch is for example incorporated into an electric circuit, so that a change in the switching state of the end position switch causes a change in the signal level of the electric circuit, which can then be evaluated by the electronic control device. The end position switch can for example open the electric circuit when its switching state changes, and vice versa, when the electric circuit was previously closed.

[0012] It is preferred that the electric end position switch is configured and arranged in such a way that it can be actuated indirectly or directly by means of the actuating piston in the raised position of the at least one magnet device.

[0013] Furthermore, it is preferred that the high-level recognition device can have a structural unit which has an end position switch and is detachably fastened on or in a cover opening of a cover of the cylinder housing of the control cylinder and is arranged such that the end position switch projects into the working space of the control cylinder. The working space of the control cylinder can be loaded or can be loaded by pressure medium in order to actuate the control piston of the control cylinder. The structural unit can furthermore also have a cable laying which is connected to the end position switch and leads out of the working space in order to transmit the signals generated by the end position switch, for example, to an electronic control device for evaluation. The end position switch can in particular be arranged between the cover and the end face of the control piston. The structural unit can also be arranged or fastened sealingly on or in the cover of the control cylinder. The cover is in turn fastened sealingly on the control cylinder, for example, and blocks the cylinder opening on the end side of the control cylinder, for example.

[0014] The structural unit then forms a high-level recognition module which can be assembled in a simple manner, i.e. only by sealingly fitting into a through-hole of the cover of the control cylinder, and can be detached by being detached from the cover of the control cylinder. It is preferred that the cover defines a working space of the control cylinder which can be loaded by pressure medium and can be unloaded of pressure medium, which working space is in turn defined by the control piston, so that the cover in an advantageous dual function on the one hand forms a fastening flange for the structural unit and on the other hand forms a definition of the sealed working space of the control cylinder. The end position switch is thus arranged in the sealed working space of the control cylinder and is thus protected against environmental influences.

[0015] According to a further configuration, the end position switch can have a switch housing and a control element which is arranged on the outside of the switch housing in the use position and can be moved into an extended and an inserted position, wherein the switching state of the end position switch changes when the control element is moved between the extended position and the inserted position. Furthermore, the control piston can have a central recess which is directed towards the cover, which recess comprises a radially inner peripheral surface, wherein the control element of the end position switch and the recess in the control piston are arranged and interact such that, when the magnet device is in an intermediate position which deviates from the high level or in the low level, the control element of the end position switch is out of engagement with the radially inner peripheral surface of the recess and then occupies the extended position, but when the magnet device is in the high level or has reached the high level, the control element of the end position switch is in or comes into engagement with the radially inner peripheral surface of the recess and is then pushed into the inserted position as a result of the contact. Here, the control element of the end position switch can be spring-preloaded into the extended position.

[0016] The integration of the high-level recognition module or the structural unit into the control cylinder according to the first aspect makes it possible, for example, to fasten it on the cover of the control cylinder. By means of a simple fastening type, the high-level recognition module can be quickly removed from the magnetic rail brake device built into the bogie. This makes repair, maintenance and servicing significantly easier. Since the high-level recognition module is in a position inside the control cylinder which is protected from environmental influences, additional sealing devices of the high-level recognition module can be dispensed with. The resulting simple construction of the high-level recognition module thus reduces manufacturing costs and makes repair and maintenance easier.

[0017] According to the second aspect of the application, the high-level recognition device is provided with a separate structural unit from the at least one control cylinder, which is detachably fastened on the cylinder housing of the control cylinder by means of a fastening device and has at least one electrical end position switch arranged inside the housing of the high-level recognition device, which has at least two switching states, wherein the end position switch has a control element which can be adjusted into at least two different positions and, when the control element is adjusted between the at least two different positions, the switching state of the end position switch changes between the at least two switching states, and wherein the high-level recognition device has at least one actuator element which is movably guided on or in the housing in such a way that it changes its position relative to the housing depending on the vertical position of the at least one magnet device and thereby influences the position of the control element of the end position switch.

[0018] The actuator element is in particular a (circular) cylindrical base body which, in the assembled state of the structural unit on the control cylinder, is arranged parallel to the control cylinder or the control piston.

[0019] The structural unit of the high-level recognition device is in particular only and directly fastened on the control cylinder or on the outer surface of the cylinder housing by means of the detachable fastening device. The fastening device can also be integrated into or formed on the structural unit. In addition, the structural unit of the high-level recognition device is formed, for example, as a supplementary equipment structural unit on the control cylinder. The structural unit of the high-level recognition device can then be supplemented in a simple manner on an already existing control cylinder.

[0020] The structural unit is then formed, for example, as a high-level recognition module which can be assembled on the control cylinder by means of the fastening device on the outside in a simple manner, i.e. only by detachable fastening, and can be detached from the control cylinder by detachment of the fastening device.

[0021] In other words, to detect the high position of the magnet device, it is preferable to fasten the separate high position identification module as a structural unit to the outer wall of the cylinder body of the fastening cylinder, and more precisely, to fasten it in such a way that the actuator element, preferably configured as a die, is pushed into the high position identification module from an adjustable stroke, for example, by a stop element held on the brake frame, for example, configured as a pressure plate. Then, the end position switch provided in the high position identification module is operated.

[0022] The preferred fastening device may have at least one tension band fastened to the housing of the structural unit, the tension band at least partially surrounding the cylinder housing in a circumferential view, wherein the tension force is adjustable, for example, particularly by means of a clamping thread. Therefore, the structural unit is preferably held in place by frictional locking to the cylinder housing by the tension of the at least one tension band and is thus easily assembled and disassembled.

[0023] Alternatively, a centering surface for centering the structural unit on the cylinder housing can be provided on the outer surface of the cylinder housing. This centering surface, for example, interacts in a locking manner with a complementary centering surface of the at least one tensioning band and / or the structural unit, thereby defining a defined assembly position of the structural unit on the operating cylinder. Alternatively, the structural unit can also be mounted on the operating cylinder in a similarly stepless manner with respect to at least one rotational and / or translational degree of freedom, in that the structural unit is fixedly tensioned to the operating cylinder in its defined position by the at least one tensioning band and then held there in a frictional locking manner.

[0024] The magnetic track braking device may also have a braking frame having two magnet devices and two gauge rods connecting the magnet devices to each other, wherein the at least one control cylinder is fastened to the braking frame on one side and to the bogie on the other side.

[0025] Here, the brake frame may have a stop element, and the structural unit is arranged on the at least one operating cylinder such that, when the at least one magnetic device reaches or has reached a high position, the actuator element abuts against the stop element, thereby changing the position of the actuator element relative to the housing. In positions deviating from the high position, such as a low position and in an intermediate position, the actuator element then disengages from the stop element, for example. When the at least one magnetic device reaches or has reached a high position, the actuator element may also disengage from the stop element, thereby changing the position of the actuator element relative to the housing. In positions deviating from the high position, such as a low position and in an intermediate position, the actuator element then engages with the stop element, for example. The actuator element may also be preloaded to a predetermined position by a spring mechanism.

[0026] The actuator element can also be guided and disposed in or on the housing such that when the actuator element has disengaged from the operating element of the terminal position switch, for example, in a position deviating from the high position such as a low position and in an intermediate position, the actuator element engages with the operating element of the terminal position switch when the high position is occupied by the at least one magnetic device. Alternatively, when the actuator element is engaged with the operating element of the terminal position switch, for example, in a position deviating from the high position such as a low position and in an intermediate position, the actuator element can also disengage from the operating element of the terminal position switch when the high position is occupied by the at least one magnetic device.

[0027] The high-position identification device or magnetic rail braking device may also have an electronic control unit that evaluates the switching state of the electrical terminal position switch and optionally also controls the at least one operating cylinder. Here, the electronic control unit may rely particularly on a high-position signal generated by the high-position identification device to control the at least one operating cylinder.

[0028] In summary, the advantages are as follows: by placing the high-position identification module on or within the control cylinder, a standard position for position monitoring is provided, independent of the bogie structural space. By defining the standard position, project-specific adaptation of the magnetic track brake to the bogie becomes easier and reduces adaptation costs. Because of the fastening on or within the control cylinder, a separate interface to the bogie is not required, thus simplifying the bogie structure. Furthermore, the standardized position allows for simple supplementary equipment integration into existing bogies.

[0029] The present invention also includes a rail vehicle comprising at least one of the above-described magnetic rail braking devices. Attached Figure Description

[0030] Embodiments of the invention are illustrated in the accompanying drawings and further explained in the following description. In the drawings:

[0031] Figure 1 A perspective view of a magnetic rail braking device according to a first aspect of the invention is shown in a high position;

[0032] Figure 2 Show Figure 1 Part of it includes the control cylinder of the magnetic track braking device and a high-position identification module that can be detachably fastened to the control cylinder;

[0033] Figure 3 Showing in the high bit Figure 2 A separate view of the high-level identification module;

[0034] Figure 4 Showing the position deviating from the high position Figure 2A separate view of the high-level identification module;

[0035] Figure 5 A cross-sectional view of the control cylinder of a magnetic rail braking device in a high position, including a high-position identification module, is shown according to a second aspect of the invention. Detailed Implementation

[0036] Description of the Implementation Examples

[0037] exist Figure 1 The diagram shows a perspective view of a magnetic track braking device 1 according to a first aspect of the invention. The magnetic track braking device 1 has a frame-shaped structure comprising two magnetic devices 2 disposed in a region of the track, implemented here for example as link magnets, connected by two laterally arranged gauge rods 3 to form a braking frame 4. Specifically, the braking frame 4 has two magnetic devices 2, which are interconnected by two gauge rods 3 arranged laterally relative to the two magnetic devices 2 and at parallel distances from each other. The two gauge rods 3 then hold the two magnetic devices 2 at the track spacing. Instead of being link magnets, the magnetic devices 2 can also be implemented as rigid magnets.

[0038] The link magnet 2 has multiple links, each formed by a horseshoe magnet, to which an excitation coil is configured. The horseshoe magnets point with their legs toward the track, so that the opening portion of each magnet is magnetically short-circuited when the magnet device 2 descends onto the track. The links of the link magnet are arranged sequentially along the longitudinal direction of the track, thus extending along this direction. To reduce wear and optimize frictional resistance, a slide is provided on the track-facing end section of the link magnet 2. For descent and reverse movement, each link magnet 2 is, for example, equipped with two control cylinders 5, which are fastened to a bogie (not shown) via a first flange 6, and the control piston 7 of the control cylinder has a second flange (not shown) on its piston rod 8, which acts, for example, on a configured gauge rod 3. Alternatively, the second flange may also be connected to the magnet device 2. The first flange 6 is configured such that it allows relative rotation between the bogie and the corresponding control cylinder 5.

[0039] A braking frame 4, comprising two gauge rods 3 and two link magnets 2, together with the four control cylinders 5, forms a magnetic rail braking unit 9. This unit is then fixed to the bogie via the control cylinders 5 and can be vertically lowered onto the track to a low position. In this low position, the slide of the magnet device 2 or link magnet 2 contacts the track, generating a magnetic attraction between the track and the magnet device 2 through a magnetic short circuit with the track. Alternatively, the magnetic rail braking unit 9 can be vertically adjusted via the control cylinders 5 to a high position raised from the track, as well as any intermediate position between the low and high positions.

[0040] The operating cylinder 5 of the magnetic track braking unit 9 is connected, for example, to the pressure medium circuit. Figure 5 As shown, the operating cylinder 5 has a cylinder housing 10 and an operating piston 7 movable relative to the cylinder housing 5. A working space 14 is formed between the cover 12 of the cylinder opening 11 of the locking cylinder housing 10, the radially inner circumferential surface of the cylinder housing 10, and the end face 13 of the operating piston 7, allowing the operating cylinder 5 to be loaded with and unloaded by a pressure medium via a pressure connector 19. Therefore, the operating piston 7 is operated depending on the pressure of the pressure medium in the working space 14. The operating piston 7 has a piston rod 8, on which a second flange is attached at the end, the second flange being connected here, for example, to a configured gauge rod 3. The operating piston 7 is supported by a... Figure 5 The spring mechanism 16, which is not visible at the bottom, is preloaded. When the piston rod 8 extends from the operating cylinder 5, the magnetic rail brake unit 9 occupies the low position; and when the piston rod 8 extends into the operating cylinder 5, the magnetic rail brake unit occupies the position as shown in the image. Figure 1 The high bit shown in the figure.

[0041] Therefore, by correspondingly manipulating the pressure medium circuit, the manipulating piston 7 or its piston rod 8 can extend into and out of the manipulating cylinder 5, thereby allowing the magnetic track braking unit 9 to be positioned in a low position and thus abutting against the track, in a high position (i.e., lifted as far as possible from the track), or in any intermediate position between the low and high positions. For example, to reverse movement to the high position, the pressure in the working space 14 of the manipulating cylinder 5 is reduced, for example, by connecting the working space 14 to the pressure medium reservoir, and then allowing the pressure medium to flow out into the pressure medium reservoir.

[0042] The transmission of braking force applied by the magnetic rail brake unit 9 to the bogie is carried out by a drive member (not shown here) that acts on a stop on the bogie side. To center the magnetic rail brake unit 9 in its unoperated high position, a centering part can be provided on the magnetic rail brake unit, and a corresponding adapter to the bogie can be fitted into the centering part.

[0043] The magnetic track braking device 1 further includes a high-position identification device 17, which generates a high-position signal when the high position of the magnetic track braking unit 9 or the two magnet devices 2 is occupied. This high-position signal, i.e., the signal indicating the high position reached by the magnetic track braking unit 9, is evaluated in an electronic control device (not shown here), which also controls, for example, the operating cylinder 5.

[0044] As by Figure 5Therefore, the high-position identification device 17 can have an electrical terminal position switch 18 disposed within, for example, only one of the four operating cylinders 5. This terminal position switch is implemented here, for example, as a microswitch, having two switching states and changing its switching state when the high position is occupied by the magnetic rail braking unit 9 or by the two magnet devices 2. Here, the electrical terminal position switch 18 is electrically connected, for example, to a circuit, so that a change in the switching state of the terminal position switch 18 causes a change in the signal level of the circuit, which can then be evaluated by an electronic control device. Depending on the change in the switching state of the terminal position switch 18, the electronic control device then generates a high-position signal or interprets the change in the switching state of the terminal position switch 18 as a high-position signal.

[0045] Preferably, the electrical terminal position switch 18 is configured and disposed in the control cylinder, such that the terminal position switch can be directly operated, for example, by the control piston 7 of the associated control cylinder 5 while the magnetic track braking unit 9 or the magnet device 2 is in a high position, thereby changing its switching state.

[0046] The high-position identification device 17 has a structural unit 15, which has a terminal position switch 18 and is detachably secured in a cover opening 34 in the center of a cover 12. The cover 12 sealably locks the cylinder opening 11 of the operating cylinder 5, which faces the first flange 6.

[0047] In the mounting position of structural unit 15 on or in cover 12, terminal position switch 18 is then configured such that it extends into the interior of the associated operating cylinder 5 and is then positioned in the working space 14 between cover 12 and end face 13 of operating piston 7.

[0048] As in Figure 5 As shown, the terminal position switch 18, together with the connecting cable 30, forms a structural unit 15 detachably fastened to the cover 12 of the operating cylinder 5 as a high-position identification module. The connecting cable is connected to the terminal position switch 18 and guided through the cover opening 34 to provide the signal from the terminal position switch 18 to an electronic control device for evaluation. The structural unit 15 is here sealingly fastened in the cover opening 34 of the cover 12, for example, with a sealing device 20 placed in the middle.

[0049] Structural unit 15 then constitutes a high-position identification module, which can be easily fitted onto the operating cylinder 5 by simply inserting it into the cover opening 34 of the cover 12 and is detachable by removing it from the cover 12. Here, the terminal position switch 18 is located in the sealed working space 14 of the operating cylinder 5 and is therefore protected against environmental impacts.

[0050] The terminal position switch 18 has a switch housing 21, for example, in the shape of a right parallelepiped, and an actuating element 22, which, when viewed from the outside of the switch housing 21 in the use position, is movable to extended and retracted positions. The switching state of the terminal position switch 18 changes as the actuating element moves between the extended and retracted positions. Specifically, the actuating element 22 is disposed at one end of a lever 23, the other end of which is rotatably hinged to a switching mechanism within the switch housing 21, thereby allowing the actuating element 22 to move between the extended and retracted positions. Figure 5 Lateral manipulation adjusts the actuating element to the extended position and thereby causes a rotational movement of lever 23, which in turn changes the switching state of end position switch 18. The actuating element 22 or lever 23 can be preloaded into the extended position, for example, by a spring mechanism.

[0051] Furthermore, the actuating piston 7, for example, has a centrally located gap 24 in its end face 13 pointing toward the cover 12, the gap including a radially inner circumferential surface 25, wherein the actuating element 22 of the end position switch 18 and the gap 24 in the actuating piston are arranged and work together such that when the rail brake unit 9 or the magnet device 2 is in an intermediate or low position deviating from the high position, the actuating piston 7 or its piston rod 8 extends and the end position switch 18 or its actuating element 22 is then outside the gap, whereby the spring-preloaded actuating element 22 of the end position switch 18 occupies a laterally extended position. However, when the rail brake unit 9 or the magnet device 2 reaches or has reached the high position, the end position switch 18 or the actuating element 22 is at least axially recessed into the gap 24, whereby the actuating element 22 contacts the radially inner circumferential surface 25 of the gap 24 and is pushed into an extended position due to the recess and contact, as in Figure 5 As shown in the diagram. It is useful that the gap 24 expands in a funnel shape at its edges when the actuating element 22 is submerged in the gap 24. Therefore, in the example described here, the actuating direction of the actuating element 22 is approximately perpendicular to the direction of movement of the actuating piston 7 of the actuating cylinder 5.

[0052] Because the magnetic track braking unit 9 is actually excited to oscillate vertically and therefore moves within a certain vertical stroke range when in the high position, the axial depth of the clearance 24 of the actuating piston 7 acts as the axial error range of the tolerable vertical stroke range of the magnetic track braking unit 9 in the high position, in which the actuating element 22 of the end position switch occupies its extended position, so that the switching state of the end position switch 18 will not change at this time.

[0053] The integration of the high-position identification device 17, implemented as a high-position identification module, into at least one of the four operating cylinders 5 enables the high-position identification module to be fastened to the cover 12 of the operating cylinder 5, wherein the cover 12 thus forms part of the high-position identification module or the high-position identification device 17. With a simple fastening method, the high-position identification device 17 can be quickly removed from the magnetic rail brake 1 installed in the bogie. This significantly simplifies repair, maintenance, and repair. Because of the environmentally protected location of the high-position identification device 17 inside at least one of the operating cylinders 5, additional sealing devices for the high-position identification device 17 can be omitted.

[0054] According to another Figures 1 to 4 In the embodiment shown, the high-position identification device 17 can be implemented as a separate structural unit with respect to the one or more control cylinders 5 that work with it, the structural unit being externally and detachably fastened to the cylinder housing 10 of, for example, only one control cylinder 5 by means of fastening device 26.

[0055] The high-position identification device 17 preferably also has an electrical terminal position switch 18 with two switching states disposed inside the housing 27 of the structural unit, wherein the terminal position switch 18 is, for example, in... Figure 5 In this embodiment, a switch housing 21 is configured and has a right-angled parallelepiped shape, and an actuating element 22, which is movable to extended and retracted positions and is located on the outside and laterally on the switch housing 21 in the use position. The actuating element is fastened to one end of the lever 23. As in the previously described embodiment, the switching state of the terminal position switch 18 changes when the actuating element 22 moves between the extended and retracted positions.

[0056] like Figure 2 As shown, the high-level identification device 17 has a plug contact 28 on its housing 27, which is connected to the terminal position switch 18 inside the housing 27 and has a complementary plug contact 29 on the outside that is plugged into the plug contact. The complementary plug contact is connected to a connecting cable 30, which is then pulled to an electronic control device that evaluates changes in the switching state of the terminal position switch 18 as a high-level signal.

[0057] The housing 27 of the high-position identification device 17, implemented here as a separate structural unit, has a fastening bracket 31 and an actuator element 33 protruding from the housing opening 32 of the housing 27 and movably guided within the housing 27, such as in particular Figure 3 and Figure 4 As shown.

[0058] The fastening bracket 31 has an external contact surface that contacts the complementary outer surface of the operating cylinder 5 when the high-position identification device 17 is assembled. In this case, the two outer surfaces, for example, form partially cylindrical surfaces or cylindrical segments with substantially the same radius, thereby causing a certain degree of centering of the high-position identification device 17 on the operating cylinder 5 when the high-position identification device 17 is tensioned together with the operating cylinder 5, such as by means of... Figures 2 to 4 It's easy to imagine.

[0059] The high-position identification device 17, implemented as a structural unit, is fastened, for example, only and directly, to the outer surface of the operating cylinder 5 or cylinder housing 10 by means of a detachable fastening device 26 via the fastening bracket 31. The high-position identification device 17 can then be additionally mounted, for example, on any operating cylinder 5. Preferably, the fastening device 26 has two tension bands 35 fastened to the fastening bracket 31 of the housing 27, which at least partially surround the cylinder housing 10 circumferentially, wherein the tension force is adjustable, in particular, by means of clamping threads. Therefore, the high-position identification device 17 is preferably held on the cylinder housing 10 by friction locking through the tension of the tension bands 35 and is thus easily assembled and disassembled. The high-position identification device 17 here also constitutes a high-position identification module, which can be assembled in a simple manner, i.e., only by means of a detachable fastening on any operating cylinder 5 via the tension of the fastening device 26 on the outside, and can be disassembled from the associated operating cylinder 5 by means of the fastening device 26.

[0060] The actuator element 33 is particularly a cylindrical base, which is arranged or operable, for example, parallel to the central axis of the operating cylinder 5, the operating piston 7, or the piston rod 8, in the assembled state of the high-position identification device 17 on the operating cylinder 5. The actuator element 33 is axially operable, particularly between an extended position and an extended position, wherein the first end 36 of the actuator element 33 also protrudes from the housing opening 32 of the housing 27 in both positions. The interior of the high-position identification device 17 is sealed relative to the environment by a sealing mechanism, here for example, by a resilient bellows 37 fastened on one side at the first end 36 of the actuator element 33 and on the other side at the edge of the housing opening 32. Therefore, the terminal position switch 18 is completely sealed inside the housing 27 of the high-position identification device 17.

[0061] Particularly preferably, the actuator element 33 is spring-preloaded to the extended position by a pressure spring mechanism 38, which is supported on one hand in a blind hole in the center of the actuator element 33 and on the other hand on the housing 27. Furthermore, the second end 39 of the actuator element 33, disposed inside the housing 27, has, for example, a surrounding flange 40, which, in a manner further described below, allows the actuating element 22 of the terminal position switch 18 to be actuated from the extended position to the extended position. The shaft section 41 of the actuator element connected to the second end 39 has a smaller diameter relative to the flange 40.

[0062] The high-position identification device 17, as a structural unit, is held on the operating cylinder 5 by the fastening device 26, such that when the magnetic track braking unit 9 or the magnet device 2 is in the high position, the first end 36 of the actuator element 33, pre-tensioned to the extended position by the pressure spring mechanism 38, protrudes directly from the housing opening 32, in particular by a stop element 42, which is provided on the track gauge rod 3 and here constitutes, for example, a pressure plate. Through this contact, which is preferably present in the high position of the magnetic track braking unit 9 or the magnet device 2, the actuator element 33 is actuated against the action of the pressure spring mechanism 38. Figure 3 In the extended position, the operating element 22 of the terminal position switch 18 is radially opposed to the shaft section 41 of the actuator element 33 and therefore cannot be operated by the shaft section. Furthermore, the flange 40 of the actuator element 33 is also axially spaced from the operating element 22 of the terminal position switch 18 and cannot operate the terminal position switch.

[0063] If already for Figure 5 As illustrated in the embodiment, the magnetic track braking unit 9 is actually excited to vertical oscillation and therefore also moves within a certain vertical travel range when in the high position. Therefore, the axial section 41 of the actuator element 33, which is smaller in diameter relative to the flange 40, serves as the axial error range for the tolerable vertical travel range of the magnetic track braking unit 9 in the high position, in which the operating element 22 of the end position switch 18 can occupy its extended position. This is because, within the axial section 41 of the actuator element 33, the operating element 22 of the end position switch 18 is positioned with a gap opposite to and does not contact the axial section 41, thus preventing any change in the switching state of the end position switch 18 in the axial region of the axial section 41, which constitutes the tolerable vertical travel range in the high position. In the unchanged switching state of the end position switch 18 within the tolerable vertical range, the end position switch... Figure 3The electronic control device indicates the high position of the magnetic track braking unit as a high position signal. In the switching state, for example, the operating element 22 of the terminal position switch 18 occupies the extended position.

[0064] When the piston 7 is moved out of the cylinder 5 by the corresponding control of the cylinder 5, the magnetic track braking unit 9 is controlled from the high position to the middle position and finally to the low position. Then, the actuator element 33, due to the action of the pressure spring mechanism 38, [is affected / affected / etc.]. Figure 3 The movement is downward, wherein, as long as the flange 40 on the second end 39 of the actuator element 33 has not reached the vertical horizontal position of the operating element 22 of the terminal position switch 18, the operating element 22 first continues to be operated by the un-radially spaced shaft segment 41.

[0065] As the magnetic track braking unit 9 moves further downward at the end of its tolerable vertical travel range, the first end 36 of the actuator element 33 disengages from the stop element 42 of the gauge rod 3. Meanwhile, the flange 40 engages with the operating element 22 of the end position switch 18 according to… Figure 4 Upon contact, the terminal position switch is pushed into the extended position, thereby changing its switching state and indicating departure from the high position, since a high position signal is no longer generated.

[0066] In the positions of the magnetic track braking unit 9 that are deviated from the high position, such as the middle position and the low position, there is preferably no contact between the first end 36 of the actuator element 33 and the stop element 42 on the gauge rod 3, but in this case, the flange 40 on the second end 39 is pressed against the stop portion 43 inside the housing 27 by the pressure of the pressure spring mechanism 38, and at this time the first end 36 of the actuator element 33 is in its maximum extended position.

[0067] When the magnetic track braking unit 9 returns from the low position to the high position, the above-described steps occur in reverse order. That is, in the low position, which is the starting position, the first end 36 of the actuator element disengages from the stop element 42 on the gauge rod 3, and the flange 40 of the actuator element 33 contacts the operating element 22 of the end position switch 18, as in Figure 4 As shown in the diagram. At this time, the operating element 22 of the terminal position switch 18 is pushed into its extended position by the flange against the spring force, thereby indicating the position of the magnetic track braking unit 9 from the high position.

[0068] When the magnetic track braking unit 9 is adjusted to the high position by the operating cylinder, preferably when the high position is reached, the first end 36 of the actuator element 33 engages with the stop element 42 on the gauge rod 3. The actuator element 33 moves against the pressure spring mechanism 38, causing the flange 40 of the actuator element 33 to disengage from the operating element 22 of the end position switch 18. It is then pushed by the spring into its extended position, but in this position, it cannot contact the shaft section 41 of the actuator element 33. The end position switch 18 then changes its switching position and generates a high-position signal.

[0069] List of reference numerals

[0070] 1. Magnetic rail braking device

[0071] 2 Magnet Equipment / Link Magnet

[0072] 3 gauge rods

[0073] 4 Brake Frame

[0074] 5 control cylinders

[0075] 6 First flange

[0076] 7. Operating the piston

[0077] 8 piston rods

[0078] 9 magnetic track braking units

[0079] 10 cylinder housing

[0080] 11-cylinder block opening

[0081] 12 caps

[0082] 13 end face

[0083] 14 workspaces

[0084] 15 structural units

[0085] 16 Spring Mechanism

[0086] 17 High-position identification equipment

[0087] 18 terminal position switches

[0088] 19 Pressure Fittings

[0089] 20 Sealing Device

[0090] 21 Switch Housing

[0091] 22 control elements

[0092] 23 leverage

[0093] 24 gaps

[0094] 25 radial inner circumferential surface

[0095] 26 Fastening Equipment

[0096] 27 housing

[0097] 28 plug contacts

[0098] 29 Complementary plug contacts

[0099] 30 connecting cables

[0100] 31 Fastening bracket

[0101] 32 shell openings

[0102] 33 Actuator Components

[0103] 34 lid opening

[0104] 35 tension bands

[0105] 36 First end

[0106] 37 Sealing section / bellows

[0107] 38. Pressure Spring Mechanism

[0108] 39 Second end

[0109] 40 flange

[0110] 41-axis section

[0111] 42 Stopping element

[0112] 43 Internal stop section

Claims

1. A magnetic rail braking device (1) for rail vehicles, said magnetic rail braking device having at least: a) At least one pressure medium-operated control cylinder (5), the control cylinder comprising a cylinder housing (10) and a control piston (7) capable of moving relative to the cylinder housing (10). b) At least one magnetic device (2) capable of being lowered to a low position onto the track by means of the at least one control cylinder (5) to generate a magnetic attraction between the track and the at least one magnetic device (2) by means of a magnetic short circuit with the track, and the magnetic device being adjustable by means of the control cylinder (5) to a high position raised from the track and to any intermediate position between the low and high positions. c) At least one high-position identification device (17), which generates a high-position signal when the high position is occupied by the at least one magnetic device (2), characterized in that, d) The high-position identification device (17) has at least one electrical terminal position switch (18) disposed in the control cylinder (5), the terminal position switch having at least two switching states, the terminal position switch changing the switching state when the high position is occupied by the magnet device (2).

2. The magnetic track braking device according to claim 1, characterized in that, The electrical terminal position switch (18) is operated indirectly or directly by the actuating piston (7) in the high position.

3. The magnetic track braking device according to claim 2, characterized in that, The high-position identification device (17) has a first structural unit (15) having the terminal position switch (18) and being detachably fastened to or in the cover (12) of the cylinder housing (10) of the control cylinder (5) and configured such that the terminal position switch (18) extends into the working space (14) of the control cylinder (5).

4. The magnetic track braking device according to claim 3, characterized in that, The first structural unit (15) is sealed on or in the cover (12) of the control cylinder (5).

5. The magnetic track braking device according to claim 3 or 4, characterized in that, a) The terminal position switch (18) has a switch housing (21) and an actuating element (22) disposed on the outside of the switch housing (21) in the use position, movable to an extended and an inserted position, wherein the switching state of the terminal position switch (18) changes when the actuating element (22) moves between the extended position and the inserted position, and b) The actuating piston (7) has a centrally located gap (24) pointing toward the working space (14), the gap including a radially inward circumferential surface (25), wherein c) The actuating element (22) of the terminal position switch (18) and the gap (24) in the actuating piston (7) are configured and work together to ensure that c1) When the magnet device (2) is in the middle or low position, which is deviated from the high position, the operating element (22) of the terminal position switch (18) disengages from the radially inner circumferential surface (25) of the gap (24) and thus occupies the protruding position, but c2) When the magnet device (2) has reached the high position, the operating element (22) of the terminal position switch (18) engages with the radially inner circumferential surface (25) of the gap (24) and is thus pushed into the extended position due to contact.

6. The magnetic track braking device according to claim 5, characterized in that, The operating element (22) of the terminal position switch (18) is spring-preloaded to the extended position.

7. A magnetic track braking device (1) for rail vehicles, comprising at least: a) At least one pressure medium-operated control cylinder (5), the control cylinder comprising a cylinder housing (10) and a control piston (7) movable relative to the cylinder housing (10). b) At least one magnetic device (2) capable of being lowered to a low position onto the track by at least one operating cylinder (5) to generate a magnetic attraction between the track and the at least one magnetic device (2) by a magnetic short circuit with the track, and the magnetic device being adjustable by the operating cylinder (5) to a high position raised from the track and to any intermediate position between the low and high positions. c) At least one high-position identification device (17), which generates a high-position signal when the high position is occupied by the at least one magnetic device (2), characterized in that, d) The high-position identification device (17) has a second structural unit (26, 27) separate from the at least one operating cylinder (5), the second structural unit being fastened to the cylinder housing (10) of the at least one operating cylinder (5) in a detachable manner by means of a fastening device and having at least one electrical terminal position switch (18) disposed within the housing of the high-position identification device (17), the terminal position switch having at least two switching states, wherein e) The terminal position switch (18) has an operating element (22) capable of being adjusted to at least two different positions, and when the operating element (22) is adjusted between the at least two different positions, the switching state of the terminal position switch (18) changes between the at least two switching states, and f) The second structural unit (26, 27) has at least one actuator element (33) movably guided on or in the housing, such that the actuator element (33) changes the position of the actuator element relative to the housing depending on the vertical position of the at least one magnet device (2) and thereby affects the position of the operating element (22) of the terminal position switch (18).

8. The magnetic track braking device according to claim 7, characterized in that, The fastening device has at least one tension band (35) fastened to the housing of the second structural unit (26, 27), the tension band at least partially enclosing the cylinder housing (10) of the at least one operating cylinder (5) in a circumferential view.

9. The magnetic track braking device according to claim 7 or 8, characterized in that, The second structural unit (26, 27) constitutes a structural unit that can be supplementally equipped on the at least one control cylinder (5).

10. The magnetic track braking device according to claim 7 or 8, characterized in that, The magnetic track braking device has a braking frame (4) having two magnet devices (2) and two gauge rods (3) that connect the magnet devices (2) laterally to each other, wherein at least one control cylinder (5) is fastened to the braking frame (4) on one side and to the bogie on the other side.

11. The magnetic track braking device according to claim 10, characterized in that, The brake frame (4) has a stop element (42) and the second structural unit (26, 27) is disposed on the at least one operating cylinder (5), such that a) When the at least one magnet device (2) has reached a high position, the actuator element (33) abuts against the stop element (42) and thereby changes the position of the actuator element (33) relative to the housing, or b) When the at least one magnet device (2) has reached a high position, the actuator element (33) disengages from the stop element (42) and thereby changes the position of the actuator element (33) relative to the housing.

12. The magnetic track braking device according to claim 7 or 8, characterized in that, The actuator element (33) is guided and disposed in or on the housing, such that a) When the actuator element is in a high position occupied by the at least one magnet device (2), it engages with the operating element (22) of the terminal position switch (18), or b) When the actuator element is in a high position occupied by the at least one magnet device (2), it disengages from the operating element (22) of the terminal position switch (18).

13. The magnetic track braking device according to any one of claims 1 to 3, characterized in that, The high-position identification device has an electronic control device that evaluates the switching state of the electrical terminal position switch (18).

14. A rail vehicle comprising at least one magnetic rail braking device (1) according to any one of claims 1 to 13.

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