Railway vehicle brake, in particular for freight wagons, comprising a monitoring device and method for monitoring a railway vehicle brake

Abstract

The invention relates to a rail vehicle brake, in particular for freight wagons, comprising a monitoring device and to a method for monitoring a rail vehicle brake. A rail vehicle brake (1), in particular for freight wagons, has a brake lever (1a) comprising a brake shoe (5), a brake cylinder (3), a lever adjuster (4) and a monitoring device (10). The monitoring device (10) has a detection unit (7, 7a, 7b, 7c, 7d, 8, 9) comprising corresponding sensors (71, 72, 73, 74, 75, 77, 81, 82, 90) which are formed by access to an electrical energy supply network of a rail vehicle to be equipped with the supply of electrical energy. A rail vehicle and a method for monitoring a rail vehicle brake (1) are provided.

Description

Technical Field

[0001] This invention relates to a rail vehicle brake, particularly for freight cars, including a monitoring device according to the preamble of claim 1. The invention also relates to a rail vehicle and a method for monitoring the rail vehicle brake. Background Technology

[0002] For trucks, there are two traditional braking systems called tread brake systems. Earlier versions had separate brake cylinders and separate lever adjusters, also known as re-adjusters. Newer versions integrate the brake cylinder and lever adjuster into a common structural unit. Both braking systems are also called working surface or tread brakes and have brake shoes that contact the working surface of the wheel during braking. Summary of the Invention

[0003] This invention relates to rail vehicle brakes, as a braking system for freight cars, as a working face braking unit including an integrated lever adjuster unit (CFCB) or a separate lever adjuster unit (including a brake lever and a brake cylinder for the lever adjuster).

[0004] To monitor the brakes of rail vehicles, multiple measurements can be performed, which can lead to the extraction of real-time condition information and the automation of manually performed processes.

[0005] The measuring system in braking equipment is primarily used to determine the correct functioning of the brakes before and during operation. Brake testing before operation is typically a standard procedure prescribed before the rail vehicle is started. This ensures that all brakes are ready for operation.

[0006] Currently, braking conditions are checked in most cases by visual inspection of the brake lining clearance and / or by manual movement of the brake lining or brake shoes. Additionally, lining wear and tear are inspected.

[0007] Mechanical car couplers currently lack the capability to transmit power within freight cars in the market. This is because the EU has set a target in its so-called "Green Deal" to replace traditional spiral connectors with digital automatic coupling (DAC) systems. This creates the possibility of using detectors / detection systems in freight cars. Furthermore, conventional passenger cars and dedicated rail vehicles can also benefit from these advantages.

[0008] Various non-standard techniques are known to derive information about the correct function of brakes in stationary and moving rail vehicles. In some cases, the braking condition is derived from the movement of the brake actuator, such as a piston, under standard conditions. Furthermore, not only can the correct function be determined, but also the wear of the brake lining.

[0009] The evaluation of signals provided by the detection unit (detector) and the transmission of information about the brakes according to their prescribed functions require electrical energy during operation, thereby requiring access to the power supply network for the rail vehicle. This is also possible for freight trains using a digital automatic coupler (DAC).

[0010] Therefore, the objective of this invention is to provide a rail vehicle brake, particularly for freight cars, including a monitoring device, and a method for monitoring the rail vehicle brake.

[0011] This task is solved by the technical solution provided in the independent claims.

[0012] The invention is based on the use of a detector system in freight cars.

[0013] In particular, the rail vehicle brake according to the invention for freight cars includes a brake lever comprising brake shoes, a brake cylinder, a lever adjuster, and monitoring equipment. The monitoring equipment includes a detection unit comprising corresponding sensors, which are configured to receive power by accessing (connecting to) the power supply network of the rail vehicle to be installed.

[0014] A particular advantage here is that, with the help of monitoring equipment including detection units provided to the corresponding functional groups—brake levers, brake cylinders, lever adjusters, etc.—simple and comprehensive monitoring of the rail vehicle brakes can be achieved.

[0015] Another advantage is that multiple measurements are performed to monitor the brakes of rail vehicles, which can lead to the extraction of real-time condition information and the automation of manually performed processes.

[0016] The rail vehicles according to the present invention, especially freight cars, have the rail vehicle brakes described above.

[0017] The method according to the invention for monitoring the aforementioned rail vehicle brakes, particularly freight car brakes, comprises the following steps: (VS1) providing a rail vehicle brake having a monitoring device including a detection unit and connecting the sensor of the detection unit to the rail vehicle's power supply network including a digital automatic coupler (DAC); (VS2) generating a corresponding electrical signal from the sensor of the detection unit depending on the state of the rail vehicle brake; and (VS3) monitoring the thus acquired signal and comparing the acquired signal in an evaluation unit with a pre-stored reference value and outputting the result of the comparison as an output in optical, acoustic, tactile, or / and electronic form. These signals can also be transmitted wirelessly, for example, by means of radio, ultrasound, infrared, and the like.

[0018] This approach allows for the implementation of multiple measurements, for example from a central location, to monitor the brakes of rail vehicles, in order to extract real-time condition information.

[0019] A particular advantage is that processes that were previously carried out manually can be automated, thereby saving time.

[0020] Other advantageous designs are given in the dependent claims.

[0021] In one implementation, the power supply network of the rail vehicle has a digital automatic coupler (DAC). This allows the power supply to the freight cars of the train to be established and coupled in a simple manner using the DAC.

[0022] In another embodiment, a first detection unit is provided to the lever adjuster and has at least one sensor that detects the adjustment stroke between the cylinder housing of the lever adjuster and the position of the adjusting lever of the lever adjuster. This allows for advantageous and simple detection of the braking state.

[0023] Here, the adjustment stroke is the distance between the first housing end of the cylinder housing of the lever adjuster and the adjustment head, which is fixedly connected to the adjustment rod of the lever adjuster. This allows the adjustment stroke to be determined advantageously and simply.

[0024] In another embodiment, the first detection unit is configured to have a sensor or / and an additional sensor positioned radially with respect to the adjustment rod on its effective side, the additional sensor being positioned axially with respect to the adjustment rod on its effective side. Induction-based proximity switches or distance detection sensors can advantageously be used here. However, other types, such as electromechanical distance detectors, are also possible. The additional sensor may, for example, be a redundant sensor used for reliability testing of the signal from the first sensor. Advantageously, the sensor is available at low cost, for example, as a standard component with high quality and accuracy.

[0025] When the at least one or both sensors are directly or indirectly secured to a fixed adjusting rod, an advantageously compact construction is achieved. Another advantage is that the sensors are located on the bogie or underframe of the rail vehicle, so the cables do not move during train operation and the cables can therefore be very robust.

[0026] Another embodiment is configured such that a second detection unit, including at least one sensor, is configured on the lever adjuster, wherein the at least one sensor is disposed on a protective tube that fixes the position of the adjusting spindle of the lever adjuster and detects the position of the movable adjusting spindle. In this way, the braking condition can be advantageously and simply determined.

[0027] In another embodiment, the adjusting spindle is provided with at least one marking portion detectable by the at least one sensor, the position of which corresponds to the wear condition of the brake shoe. This is advantageously a compact and simple construction.

[0028] In another embodiment, a third detection unit comprising at least one sensor is disposed on the lever adjuster, wherein the at least one sensor is fastened to a movable adjustment spindle of the lever adjuster and detects the distance to a fixed reference member, which is directly or indirectly mounted on a fixed protective tube, wherein the distance is (positively) proportional to the actual thickness of the brake lining. The advantage here is that a simple construction is possible.

[0029] Another embodiment is configured such that a fourth detection unit, including at least one sensor, is disposed on the lever adjuster, wherein the at least one sensor is disposed in a housing between a first lever section and a second lever section of the lever adjuster, wherein the housing is disposed in series between the lever sections of the lever. This results in an advantageously compact installation on the lever adjuster with minimal space requirements.

[0030] Furthermore, it is advantageous that the first rod section is fixedly connected at one end to the adjustment head and at the other end to the housing, wherein the second rod section is longitudinally movably supported in the housing directly or indirectly aligned with the first rod section, as this requires only minor modifications to the existing components.

[0031] In another embodiment, the housing and the second adjusting rod section of the adjusting rod form a telescopic mechanism with a small stroke, within a 1mm range, wherein the sensor is operated by means of a pivot rod. This allows for an advantageously simple mechanical adaptation to the sensor's operating stroke.

[0032] Here, the end face of the second rod section pointing towards the first rod section is in contact with the pivotable pivot rod, which contacts the actuator of the at least one sensor. The advantage here is the small space requirement.

[0033] In another embodiment, a fifth detection unit, including at least one sensor, is disposed on the lever adjuster, wherein the sensor is received in a bore in the adjusting head and interacts with a section of the cylinder housing to detect the initial position and braking position. An advantage here is that the sensor is protected against external influences, particularly gravel impacts, within the adjusting head. Another advantage is that simple fastening, especially axial fixing, of the sensor in the bore is possible.

[0034] Advantageously, the sensor is housed in the sleeve because the sensor is pre-assembled with the sleeve and can therefore be advantageously and easily installed and replaced.

[0035] Another embodiment is configured such that the hole of the adjusting head is angled relative to the adjusting rod. This is advantageous for simple installation and for the effective side of the sensor relative to the cylinder housing. Furthermore, the sensor's connecting cable can be secured very close to the adjusting rod and is protected as it continues to be guided within the vehicle compartment.

[0036] In another embodiment, a sixth detection unit is provided to the brake cylinder and has at least one sensor that detects the position of the piston rod of the brake cylinder and is fixedly fastened to the brake cylinder. In this way, the condition of the brake cylinder can be advantageously and simply determined.

[0037] In this configuration, the sixth detection unit has a sensor arranged radially with its effective side about the piston rod of the brake cylinder, and another sensor arranged axially with its effective side about the piston rod of the brake cylinder. The sensor interacts with a reference member, which is fastened to the movable piston rod of the brake cylinder. This results in an advantageously simple and compact construction.

[0038] The "effective side" of a sensor is understood as the side with the highest sensitivity for (sensing, optical, or mechanical) detecting objects. In the case of an electromechanical switch, this is the side where the actuator or similar object is located.

[0039] In another embodiment, at least one additional detection unit, including at least one sensor, is provided to at least one suspension device of the brake lever, wherein the holding portion of the suspension device is a fixed point, and the associated components of the brake lever are pivotally hinged to the fixed point, wherein the pivoting movement of these components is detected by the at least one sensor with respect to the braking process and the actual wear condition of the brake shoes. This results in advantageously simple detection of the wear condition.

[0040] The at least one sensor described herein can be configured as an angle acquisition device. Such components are advantageously common in the market, low in cost, and available with high quality and accuracy. The component can be configured, for example, as an inductive sensor, potentiometer, or Hall effect sensor, but any other method capable of determining the actual position can also be used.

[0041] In one embodiment of the method, the acquired signal is monitored in three modes during the third method step, VS3 monitoring. In the first mode, monitoring is performed only at the start of the braking test; in the second mode, monitoring is performed during braking; and in the third mode, continuous monitoring is performed. This provides the advantage of simple adaptation to different applications. Attached Figure Description

[0042] Embodiments of the invention will now be described with reference to the accompanying drawings. The invention is not limited to these embodiments. In particular, various features of the following embodiments may be used not only in these embodiments but also in other embodiments. Wherein:

[0043] Figure 1 A schematic symbol diagram illustrating an embodiment of the arrangement structure of a rail vehicle brake according to the present invention, including monitoring equipment;

[0044] Figure 2 Showing according to Figure 1 A schematic view of the lever adjuster in an embodiment;

[0045] Figure 3 Showing according to Figure 1 A schematic cross-sectional view of the first detection unit in an embodiment;

[0046] Figure 4-5 A schematic cross-sectional view of its second and third detection units is shown;

[0047] Figure 6-10 A schematic cross-sectional view of the fourth detection unit is shown;

[0048] Figure 11-14 A schematic view of the fifth detection unit is shown;

[0049] Figure 15-16 A schematic partial cross-sectional view of the brake cylinder is shown;

[0050] Figure 17 A schematic partial cross-sectional view of the brake cylinder, including the sixth detection unit, is shown; and

[0051] Figure 18 A schematic flowchart of a method according to the invention for monitoring the brakes of a rail vehicle is shown. Detailed Implementation

[0052] Figure 1 A schematic symbol diagram showing an embodiment of a rail vehicle brake 1 according to the present invention, including a monitoring device 10.

[0053] exist Figure 2 According to Figure 1 A schematic view of the lever adjuster 4 in an embodiment.

[0054] The rail vehicle brake 1 is shown here as a tread braking system for a rail vehicle, such as a freight car, including wheels 2 (not shown but easily conceived). The rail vehicle brake here has an independent and separate lever adjuster 4, also referred to as a re-adjuster or re-adjustment device. Furthermore, a handbrake 6 for manual operation is also provided as a fixed option.

[0055] However, it is also possible (not shown here) that the lever adjuster 4 can be integrated into the brake cylinder 3 in a common structural unit. The rail vehicle brake 1 is also called a working surface or tread brake, in which the brake shoes 5 contact the working surface of the wheel 2 during braking.

[0056] Brake cylinder 3 and lever adjuster 4 work together with brake lever 1a (not further described), which is hingedly mounted in suspension device 1b on a frame (not shown) of the rail vehicle.

[0057] Furthermore, the rail vehicle brake 1 has a monitoring device 10 including detection units 7, 8, 9 and an evaluation unit 11. Detection unit 7 is equipped with a rod adjuster 4 and detection unit 8 is equipped with a brake cylinder 3. In addition, other detection units 9 are provided here, each of which is equipped with a suspension device 1b.

[0058] The retaining part of the suspension device 1b is a fixed point, and the components of the brake lever 1a are pivotally hinged to said fixed point. The pivoting movement of these components is related to the braking process and the actual wear condition of the brake shoes 5.

[0059] The detection unit 9 here has a sensor 90. The sensor 90 is configured, for example, as an angle acquisition device. Such a measuring instrument or angle sensor can be, for example, an inductive sensor, a potentiometer or a Hall effect sensor, but any other method that can determine the actual angular position of the corresponding member of the brake lever 1a hinged on the corresponding suspension device and output it as an electrical signal can also be used.

[0060] Furthermore, the other detection units 7 and 8 of the monitoring equipment 10 are described in detail.

[0061] The lever adjuster 4 compensates for excessively small or excessively large gaps (also known as air gaps) in the brake shoes 5 of rail vehicles that brake on the tread or working face. The lever adjuster 4 reacts automatically when the rail vehicle brake 1 is operated.

[0062] The lever adjuster 4 is a double-acting unit used in rail vehicles that brake on the working face.

[0063] The dual-action designation means that the lever adjuster 4 automatically corrects both excessively large and excessively small air gaps to the desired value. For example, excessive air gaps may occur when the brake shoes 5 of wheel 2 or the wheel working surface is worn, while insufficient air gaps may occur after replacing the brake shoes 5.

[0064] Excessive air gap correction is performed quickly and reliably after a single braking operation, and insufficient air gap correction is performed after two braking operations. Lever adjusters 4 exist in different assembly lengths with varying adjustment capabilities. Lever adjusters 4 automatically readjust the brake shoes 5, thus ensuring a constant air gap that is unaffected by wear or replacement of brake shoes 5 throughout the adjustment range. The piston stroke of the brake cylinder 3 remains approximately constant, resulting in minimal air consumption. Lever adjusters 4 operate independently of the elastic offset caused by the braking force of the brake lever 1a.

[0065] In this example, the lever adjuster 4 includes an adjusting spindle 40, a guide nut tube 41, a connecting plate 42, a cylinder housing 43, a protective tube 44, sealing rings 45 and 45a, an adjusting rod 47, and an adjusting head 48. The adjusting head 48 is also referred to as a control bow.

[0066] The adjusting spindle 40 is disposed in the guide nut tube 41, and the guide nut tube is connected to the first spindle end 40a of the adjusting spindle via the first tube end 41a.

[0067] The first housing end 43a of the cylinder housing 43 is locked by a first sealing ring 45. The first sealing ring 45 has a central opening through which the guide nut tube 41 extends, with its first tube end 41a together with the first spindle end 40a of the adjusting spindle 40, through the opening and out of the first housing end 43a of the cylinder housing 43.

[0068] The second sealing ring 45a forms a sealing device for the guide nut tube 41a outward. The outer side of the plate of the first sealing ring 45 points toward the fastening section 48a of the adjusting head 48 and has a stop surface 43c.

[0069] The adjusting head 48 is mounted with its fastening section 48a on the first tube end 41a of the guide nut tube 41, which extends from the first housing end 43a. The adjusting head 48 has a hole for the adjusting rod 47, the end of which extends from the adjusting head 48 toward the cylinder housing 43 via a rod section 47a. The adjusting rod 47 is fixedly connected to the adjusting head 48 via its rod section 47a.

[0070] The fastening section 48a is fixedly connected to the adjusting head 48 and also has a hole through which the first end 41a of the guide nut tube 41 extends. This first end 41a is movably guided in the hole of the fastening section 48a of the adjusting head 48 along the longitudinal direction of the guide nut tube 41 and thus the central axis of the cylinder housing 43.

[0071] The common central axis of the adjusting spindle 40, the guide nut tube 41 and the cylinder housing 43 and the central axis of the adjusting rod 47 are set parallel to each other.

[0072] The connecting plate 42 is mounted on the first tube end 41a of the guide nut tube 41 (see...). Figure 3 ).

[0073] The adjusting spindle 40 extends through the cylinder housing 43 from its first housing end 43a through the housing 43 and further through the second housing end 43b through the protective tube 44, wherein the second spindle end 40b of the adjusting spindle 40 extends relatively far from the free end of the protective tube 44.

[0074] The protective tube 44 is fastened to the second housing end 43b of the cylinder housing 43, wherein the adjusting spindle 40 extends through the protective tube 44 and protrudes from the free end of the protective tube (see also...). Figure 4 , 5 The free end of the protective tube 44 is connected to a second sealing ring 45a, which provides a seal relative to the extended adjusting spindle 40.

[0075] The guide nut tube 41 surrounds the adjusting spindle 40 at approximately three-quarters of the total length of the cylinder housing 43 and works in conjunction with the unmarked guide nut and coupler K4 at its second tube end 41b.

[0076] Coaxial with the main adjusting shaft 40, pressure springs (not specified) and other couplers K1, K2, and K3 are successively installed in the cylinder housing 43. The functions of the pressure springs and couplers are not further explained here.

[0077] For the construction and function of the exemplary lever adjuster 4, see documents DE2835305A1 and EP36568A1, for example.

[0078] When the rail vehicle brake 1 is released, all components of the lever adjuster 4 are in a stationary position. The distance between the stop surface 41c on the first housing end 43a of the cylinder housing 43 of the lever adjuster 4 and the surface 48b of the protrusion 48c of the fastening section 48a of the adjusting head 48, where the adjustment stroke H corresponds to the vehicle-specific operating path of the rail vehicle brake 1.

[0079] Coupler K3 is held in engagement by the preload of the first pressure spring against the pressure of the second pressure spring; the same applies to coupler K1, wherein the pressure of the first pressure spring is transmitted to the feed nut VM through the cylinder housing 43.

[0080] When braking is applied, the force of brake cylinder 3 acts on connecting plate 42 and moves the entire lever adjuster 4 ( Figure 1 ) to adjust the stroke H by pulling towards the fastening section 48a of the adjusting head 48 ( Figure 2 ).

[0081] When the cylinder housing 43 abuts against the surface 48b of the fastening section 48a of the adjusting head 48 with its stop surface 43c, the brake shoe 5 actually acts on the wheel 2 (see...). Figure 3 ).

[0082] However, the cylinder housing 43 itself is not yet firmly pressed against the fastening section 48a of the adjusting head 48. The force of the brake cylinder 3 is transmitted to the adjusting spindle 41 through the first pressure spring, the cylinder housing 3, the coupler K1, and the feed nut VM. Figure 2 ).

[0083] Figure 3 Showing according to Figure 1 A schematic cross-sectional view of the first detection unit 7 in an embodiment.

[0084] exist Figure 3 In the diagram, the first spindle end 40a of the adjusting spindle 40, the first tube end 41a of the guide nut tube 41, and the adjusting head 48 together with its fastening section 48a are shown in cross section.

[0085] Furthermore, the fastening of the connecting plate 42 on the first tube end 41a of the guide nut tube 41 and the fastening of the adjusting rod 47 with its rod section 47a are also shown.

[0086] The first detection unit 7 here has a holding part 70, a radial first sensor 71 including a connecting wire 71a, and an axial second sensor 72 including a connecting wire 72a.

[0087] The function of the first detection unit 7 is to measure or detect the position of the adjustment rod 47.

[0088] The retaining part 70 is mounted on the adjusting head 48 with its fastening part 70a. The retaining section 70b of the retaining part 70 extends between the fastening section 48a of the adjusting head 48 and the connecting plate 42 on the tube end 41a of the guide nut tube 41. Sensors 71 and 72 are fastened to the retaining section 70b. It is possible to mount only one of sensors 71 or 72, but as explained below, this does not allow for precise positioning.

[0089] The first sensor 71 is mounted on the holding section 70b of the holding part 70 such that the effective, i.e., sensitive lateral radial direction is located above the region of the adjustment stroke H. This region is the area between the stop surface 41c on the first housing end 43a of the cylinder housing 43 of the lever adjuster 4 and the surface 48b of the protrusion 48c of the fastening section 48a of the adjusting head 48. The first sensor 71 is positioned such that the detection range on the effective side points to the tube end 41a of the guide nut tube 41 at a small radial detection distance relative to the outer surface of the cylinder housing 43 of the lever adjuster 4.

[0090] The second sensor 72 is fastened to the retaining section 70b of the retaining part 70 with its effective side pointing toward the stop surface 43c of the cylinder housing 43. In other words, the second sensor 72 is axially oriented about the central axis of the cylinder housing 43, wherein the effective side of the second sensor is in a plane that is offset from the surface 48b of the protrusion 48c of the fastening section 48a of the adjusting head 48 by a defined axial dimension toward the connecting plate 42.

[0091] The cylinder housing 43, equipped with a cover (not shown), moves within the adjustment stroke H of the adjusting rod 47 during air gap setting. The stop surface 43c of the cylinder housing 43 is positioned at the stop point on the surface of the protrusion 48c of the fastening section 48a of the adjusting head 48. Figure 3 The dashed line indicates this.

[0092] Therefore, the braking status of the rail vehicle brake 1 can be monitored by means of the currently measured distance of the adjustment stroke H between the cylinder housing 43 and the adjustment rod 47.

[0093] Once the housing end 43a of the cylinder housing 43 enters the detection range of the (radial) first sensor 71, the first sensor outputs a signal. This confirms that the adjustment stroke H has changed. However, it cannot be shown that the housing end 43a contacts the surface 48b of the protrusion 48c of the fastening section 48a of the adjusting head 48. A second signal is required for this. For this purpose, the axial second sensor 72 functions, generating a signal only when the housing end 43c of the cylinder housing 43 is on the stop portion of said surface 48b and simultaneously enters the detection range of the second sensor 72.

[0094] The axial second sensor 72 can also be configured for distance measurement relative to the stop surface 43b of the cylinder housing 43. In other words, the axial second sensor 72 can perform the measurement of the adjustment stroke H.

[0095] The sensors 71 and 72 may be, for example, inductive sensors, but any other method that can determine the actual position of the cylinder housing 43 with respect to the adjusting rod 47 may also be used.

[0096] The advantage is that the one or more sensors 71, 72 are located on the bogie or underframe of the rail vehicle to which they belong (not shown), so that the connecting wires 71, 72 do not move during train operation and the connecting wires 71, 72 can therefore be very robust.

[0097] Figure 4 A schematic cross-sectional view of the second detection unit 7a is shown, and... Figure 5 The diagram shows a cross-sectional view of the third detection unit 7b.

[0098] Figure 4 and Figure 5 The second housing end 43b of the cylinder housing 43, together with the protective tube 44 and the area in which the adjusting spindle 40 is movable, is shown, as already described above.

[0099] The second detection unit 7a here has a third sensor 73 including a holding part of a connecting wire 73a and a sensor 73.

[0100] The protective tube 44 is a fixed point, i.e., its position is fixed. During the air gap setting, the adjusting spindle 40 performs axial movement in the protective tube 44, thereby allowing the braking status and / or wear status of the brake shoe 5 to be monitored by means of the distance measured between the third sensor 73 and the marking part on the adjusting spindle 40.

[0101] The sensor 73 can be, for example, an inductive sensor, but any other method capable of determining the actual positions 40c, 40d, 40e of the markings on the adjusting spindle 40 can also be used. Figure 4 Three exemplary positions 40c, 40d, and 40e are shown. Here, position 40c corresponds to the state when the brake shoe 5 is new, position 40d corresponds to the state when the brake shoe 5 is approximately half worn, and position 40e corresponds to the maximum permissible wear of the brake shoe 5.

[0102] The sensor 73 is fastened to its retaining portion such that the effective side of the sensor is radially positioned relative to the central axis of the adjusting spindle 40, where the retaining portion is the base of the second sealing ring 45a.

[0103] It is also possible that the three sensors 73 are arranged axially apart from each other, wherein when a mark on the adjusting spindle 40 is detected by the sensor 73, each of the three sensors 73 corresponds to or signals the wear condition of the brake shoe 5.

[0104] Figure 5 The third detection unit 7b is shown.

[0105] The difference between the third detection unit 7b and the second detection unit 7a lies in the arrangement of the fourth sensor 74 and its connecting wire 74a. The fourth sensor is fastened to the section extending from the protective tube 44 on the adjusting spindle 40 by its holding part 74b.

[0106] The fourth sensor 74 works in conjunction with a reference element 74c mounted on the sealing ring 45a of the fixed protective tube 44 to measure the distance HA between the effective side of the fourth sensor 74 and the reference element 74c. The reference element 74c may, for example, be a metal ring fastened to the second sealing ring 45a. The second sealing ring 45a may also be integrally formed with the reference element 74.

[0107] The distance measured in this way is proportional to the actual thickness of the brake lining 5.

[0108] The measuring instrument or fourth sensor 74 may be, for example, an inductive sensor, but any other method capable of determining the distance HA may also be used.

[0109] exist Figure 6 The diagram shows a schematic cross-sectional view of the fourth detection unit 7c.

[0110] Figure 7 Show Figure 6 Enlarged schematic diagram of regions VII and X.

[0111] Figure 8 A side view of the fourth detection unit 7c is shown.

[0112] Figure 9 A schematic perspective view of the fourth detection unit 7c is shown.

[0113] exist Figure 10 The middle shows Figure 6 A magnified partial side view of the fourth detection unit 7c in regions VII and X.

[0114] The fourth detection unit 7c forms a measuring instrument for measuring the extension and retraction stroke of the adjusting rod 47.

[0115] The fourth detection unit 7c has a housing 12 including holes 12a, 12b, and 12c, gaps 13 and 14, and a bushing 15. The adjusting rod 47 is separated here and has two components, namely rod section 47a and another rod section 47b.

[0116] The housing 12 and the two rod sections 47a and 47b of the adjusting rod 47 are connected in series.

[0117] The housing 12 and the second adjusting rod section 47b of the adjusting rod 47 form a telescopic mechanism, which will be explained below.

[0118] The rod section 47a is fixedly connected to the adjusting head 48 at its free end as described above. The other end of the rod section 47a is received in a first hole 12a in the end side 12d of the housing 12, pointing toward the adjusting head 48, and is fastened in the housing 12, for example by threads, bolts, or the like. The first hole 12a is a blind hole.

[0119] The second hole 12b and the third hole 12c are formed in a stepped manner from the other end side 12e of the housing 12. The holes 12a, 12b, 12c and the adjusting rod 47 have a common central axis 47e. A stepped portion 12f is provided between the second hole 12b and the third hole 12c.

[0120] The second rod section 47b of the adjusting rod 47 is inserted into the second hole 12b with its end pointing toward the adjusting head 48. A force storage element 16 is disposed between the stepped portion 12f of the stepped holes 12b and 12c and the surrounding flange 47c on the second rod section 47b. The second hole 12b has a bottom 12g.

[0121] The bushing 15 is inserted into the third hole 12c, wherein a surrounding flange at the free end of the bushing 15 forms an axial fixation of the bushing 15 in the third hole 12c. The second rod segment 47b is pushed into the inner hole 15a of the bushing 15 such that the end pointing toward the adjusting head 48 contacts the surrounding flange 47c of the second rod segment 47b.

[0122] The second rod section 47b is axially movable within the bushing 15 and is torsionally stopped within the inner bore 15a of the bushing. In this example, the torsion stop is formed by a mating key.

[0123] The second rod section 47b is provided with a suitable protective element 15b, such as a bellows, relative to the bushing 15 to prevent the penetration of moisture and impurities. It is not shown, but the bellows 15a can be easily envisioned, for example, by fastening with a hose clamp.

[0124] The first energy storage element 13 is a compression spring here, and it applies force to the second rod section 47b via the surrounding flange 47c. This causes the axially movable second rod section 47b to press against the fixed bushing 15. This creates a free space between the end side 47d of the second rod section 47b and the bottom 12g of the second hole 12b, which forms an axial clearance AS of the second rod section 47b with respect to the bushing 15.

[0125] The housing 12 has two first gaps 13 and second gaps 14, both formed from the bottom into the housing 12.

[0126] The sensor 75, a portion of the pivot rod 20, and the force storage element 17, which will be further described below, are disposed in the first gap 13. The second gap 14 receives the pivot rod 20.

[0127] The end face 47d of the second rod section 47b is in contact with the pivot rod 20, which is pivotable about the pivot axis 19. The energy storage element 17, here a pressure conical spring presses the pivot rod 20 against the end face 47d of the second rod section 47b.

[0128] The pivot lever 20 has two lever arms 20a and 20b. The front side of the pivot lever 20 points toward the adjusting head 48, and the back side points in the opposite direction.

[0129] The pivot rod 20 is in its manipulated (pivoted) position in Figure 6 and Figure 10 The dashed line indicates this.

[0130] The first lever arm 20a contacts the end face 47d of the second lever section 47b via a protrusion 20d. The force of the force storage element 17 is introduced into another protrusion 20c on the front side of the second lever arm 20b. The rear end region of the second lever arm 20b is in contact with the actuator 75a of the sensor 75.

[0131] The pivot axis 19 of the pivot rod 20 can be located at the end of the first lever arm 20a (see...). Figure 6 ) or between the first lever arm 20a and the second lever arm 20b (see Figure 7 In the latter embodiment, a force storage element 18 is provided, which acts on the back side of the second lever arm 20b.

[0132] Figure 7 The geometric proportions of the fourth detection unit 7c are shown.

[0133] When the second rod section 47b is in a stationary position, the axial clearance AS between the bottom 12g of the second hole 12b of the housing 15 and the end face 47d of the second rod section 47b is at its maximum.

[0134] The axial clearance AS in this example is approximately 1 to 2 mm.

[0135] The actuator 75a of the sensor 75 has an actuator gap BS in the stationary state.

[0136] The first lever arm 20a of the pivot 20 has a length of dimension a, which is smaller by a defined factor than the length of the second lever arm 20b, which has a length of dimension b.

[0137] The actuator clearance BS is calculated from the axial clearance AS and the dimensions a and b of lever arms 20a and 20b as follows: AB = AS * (b / a).

[0138] When operating the rail vehicle brake 1, the adjusting rod of the rod adjuster 4 is squeezed.

[0139] If the adjusting lever includes a telescopic mechanism with a small stroke (the stroke being approximately 1 mm of axial clearance AS), the adjusting function is not affected, and this stroke can be used to manipulate the sensor 75 of the third detection unit 7c. The sensor 75 provides a signal for identifying the brake release function.

[0140] The pivot rod 20 has the function of detecting and multiplying the small stroke of the second rod section 47b, i.e., the adjusting rod 47, because the actuator 75a has actuator clearance BS and large hysteresis (see the description above). In this way, it is possible that only a small force is applied to the actuator 75a when it is operated by the force storage element 17, because the actuator is only designed for small forces.

[0141] The stroke of the second lever section 47b, i.e., the adjusting lever 47, must be kept small, otherwise it will adversely affect the readjustment function of the lever adjuster 4. For this reason, the stroke needs to be amplified through the transmission of the pivot lever 20.

[0142] Sensor 75 can be an electromechanical switch. In the example shown, two sets of contacts are injected into the switch's plastic housing. These sets of contacts are jointly operable by means of actuator 75a and include a normally open contact (connector 1 / 2) and a normally closed contact (connector 3 / 4).

[0143] Instead of electromechanical switches, sensor 75 can also be based on other principles, such as semiconductor switches or similar devices, or combinations of different principles.

[0144] Fastening elements, cables, hose clamps, and bellows are not shown, but can be easily imagined.

[0145] Figure 11-14 Shown in accordance with Figure 1 A schematic view of the fifth detection unit 7d in the area of ​​the adjustment head 48.

[0146] Figure 11 A schematic perspective partial view of the fifth detection unit in its initial position, where braking is not in effect.

[0147] exist Figure 12 In the middle, the fifth detection unit 7d and according to Figure 11 The adjusting head 48 is shown together in the partial cross-sectional view.

[0148] Figure 13 In the braking position, shown in the schematic perspective partial view, it has the following characteristics: Figure 11 The fifth detection unit 7d of the adjustment head 48.

[0149] Figure 14 The fifth detection unit 7d is shown, and according to... Figure 13 A partial cross-sectional view of the adjusting head 48 together.

[0150] Adjusting head 48 as in Figure 3 The rod section 47a of the adjusting rod 47 is shown in the diagram. Similarly, the fastening section 48a of the adjusting head 48 is connected to the guide nut tube 41 as shown in... Figure 3 Implementation in China.

[0151] Distinguished from Figure 3 The first detection unit 7, here the fifth detection unit 7d has a sleeve 76 and a sensor 77. The sensor 77 is configured as an inductive sensor in this example.

[0152] When the fifth detection unit 7d is in the installed state, it is received in the connection section between the adjustment head 48 and the fastening section 48a in the continuous hole 48d that is inclined in the adjustment head 48.

[0153] The hole 48d of the adjusting head 48 has a first opening AB and a second opening EB. The first opening AB points toward the cylinder housing 43 of the rod adjuster 4, while the second opening EB points toward the connecting plate 42.

[0154] A series of inclined holes 48d extend at an angle to the guide nut tube 41 and the adjusting rod 47, wherein the distance between the first opening AB of the hole 48d and the adjusting rod 41 is greater than the distance between the second opening EB of the hole 48d and the adjusting rod.

[0155] The sensor 77 has an effective, i.e. sensitive end side 77a and a connection side 77b including a cable protection tube 77c.

[0156] The sensor 77 itself is pre-assembled in the sleeve 76 (including the cable protection tube 77c). The connecting cable of the sensor 77, which is not shown but can be easily imagined, extends from its connection section 77b through the cable protection tube 77c toward the adjusting rod 47.

[0157] To install the fifth detection device 7d, the sleeve 76, together with the sensor 77, is pushed into the adjusting head 48 through the second opening EB of the hole 48d with the sensor end side 77a facing forward, until the effective end side 77a of the sensor 77 is positioned in the first opening AB of the hole 48d and... Figure 11 and 12 In the initial position shown, it is sealed on the stop surface 43c of the cylinder housing 43 for use with the stop surface.

[0158] After positioning the sleeve 76 together with the sensor 77 in the hole 48d, the sleeve 76 is axially fixed. This can be done, for example, by means of a worm gear, which is screwed into the fastening boss 48e and securely fastened to the sleeve by a form-locking mechanism.

[0159] The advantage of this implementation and arrangement of the fifth detection unit 7d is that the sensor 77 is very well protected against impacts from gravel and other external forces. Furthermore, the connecting cable can be secured very close to the adjusting rod 47 and is well protected as it continues to be guided towards the carriage.

[0160] In the event of a damaged connecting cable or a defective sensor 77, the sleeve 76, along with the sensor 77, can be easily removed from the hole 48d of the adjusting head 48 and completely replaced. This is also possible in the field, as the sleeve 76, along with the sensor 77, can be replaced very easily without special tools or with the aid of ordinary tools.

[0161] exist Figure 11 , 12 In the initial position without braking shown, this state can be achieved by means of the fifth detection unit 7d as follows: the sensor 77 senses the stop surface 43c of the cylinder housing 43 with its effective end side 77a and generates a signal assigned to this state.

[0162] In the braking position ( Figure 13 , 14 In the fifth detection unit 7d, the effective end side 77a of the sensor 77 is far away from the stop surface 43c of the cylinder housing 43, wherein the sensor 77 is no longer activated or no longer senses the stop surface 43c and correspondingly does not generate a signal.

[0163] Of course, sensor 77 can also be configured such that it does not generate a signal when activated in the initial position, but generates a signal for this purpose in the braking position.

[0164] Figure 15 A schematic partial cross-sectional view of a typical brake cylinder 3 combined with an external rod return spring is shown. The brake cylinder 3 has a cylinder body 22 including a connector 28 and a cylinder head 23. A longitudinally movable piston 24a is disposed within a cylinder liner 24, dividing the cylinder liner 24 into a working space 24b and a free space 24c. A piston return spring 27 is integrated into the cylinder body. A piston sealing device 25 seals the working space 24b relative to the unloaded cylinder space 24c. A mounting frame 21 is used to secure the brake cylinder 3 to the vehicle or bogie frame. Because the piston rod 26 can pivot freely at small angles in each direction, it adapts unimpeded to every desired lateral offset.

[0165] For braking, i.e., during the braking process, piston 24a is loaded with compressed air, which flows through connector 28 into working space 24b and causes piston 24a to move against the force of piston return spring 27. Piston rod 26 is driven by this movement and transmits the movement of piston 24a to brake lever 1a via piston rod.

[0166] To release the brake, venting occurs to the brake cylinder 3, i.e., the working space 24b. The piston return spring 27 pushes the piston 24a back to its initial position. The rod return spring 27a (not shown here, but conceivable), located outside the brake cylinder 3, causes the brake lever 1a and piston rod 26 to follow the piston 24a.

[0167] Figure 16 A schematic partial cross-sectional view of a typical brake cylinder 3, including the inserted rod return spring 27a, is shown.

[0168] exist Figure 17 The brake cylinder 3 shown is structurally similar to that according to Figure 15 The embodiment also includes a cylinder body 22, which includes a connector 28 to the working chamber 24b and cylinder head 23. In addition to the piston 24a and cylinder liner 24, piston rod 26 and piston return spring 27, the cylinder body 22 also includes a rod return spring 27a. As in conventional brake cylinders 3, the piston sealing device 25 also seals the working space 24b relative to the unloaded cylinder space 24c.

[0169] Additionally, a rod return spring 27a, installed in the cylinder liner 24, is supported at one end on a guide plate 29 and at the other end on a ring 29b and a pin 29a. The guide plate is held on the piston rod 26 by a (cylindrical) pin 29a, which is held on the cylinder liner 24 by a bayonet locking device. The rod return spring 27a forcibly locks the piston rod 26 against the piston 24a to prevent any totbewegung (uncontrolled movement).

[0170] according to Figure 16 The braking function of brake cylinder 3 is based on Figure 15 The braking function of brake cylinder 3 of the prior type is the same. To release the brake, air is expelled from brake cylinder 3, and piston return spring 27 brings piston 24a back to its initial position. The rod return spring 27a integrated in this type of brake cylinder forcibly locks piston rod 26 against piston 24a, thus causing brake rod 1a to move evenly to its initial position.

[0171] When the handbrake 6 is operated, the piston rod 26 is pulled out from the piston 24a and cylinder liner 24 against the force of the rod return spring 27a, without driving the piston 24a. When the brake is released, the brake lever 1a is brought back to its initial position by the force of the rod return spring 27a.

[0172] It should be noted that when the handbrake 6 is operated, the rod forces the piston rod 26 to move, thereby the sensor that detects the movement of the piston rod 26 also detects the activated (braking) handbrake 6, which is very important for the function of the braking test.

[0173] exist Figure 17 The diagram shows a schematic partial cross-sectional view of the brake cylinder 3, including the sixth detection unit 8.

[0174] The sixth detection unit 8 monitors the status of the piston rod 26 of the brake cylinder 3.

[0175] When the rail vehicle brake 1 is actuated or released, the piston rod 26 moves. Therefore, the braking status of the rail vehicle brake 1 can be observed by observing the state of the piston rod. The term "piston rod state" is understood as the state of the piston rod 26, which here can include "extended" and "retracted" states, as well as intermediate and moving states.

[0176] The "extended" state here indicates that the rail vehicle brake 1 is released. When the piston rod 26 is in the "extended" state, the rail vehicle brake 1 is operated or applied.

[0177] The sixth detection unit 8 includes a holding part 80, a radial sensor 81, an axial sensor 82, and a reference member 80d.

[0178] The retaining part 80 is fastened here to the free end of the cylinder head 23 by means of a clamping ring 80a. The retaining part 80 supports two sensors 81 and 82.

[0179] The reference element 80d is a metal plate and is mounted on the free end of the bracket 80c. The bracket 80c is an angular element, the shorter leg of which is fastened to the piston rod 26 by a clamping ring 80b, the piston rod extending from the free end of the cylinder head 23. The longer leg of the angular element is positioned radially on the piston rod 26.

[0180] The radial sensor 81 is fastened to the retaining part 80 such that the effective side of the radial sensor is oriented radially relative to the piston rod 26 and therefore relative to the reference member 80d at the required distance.

[0181] The axial sensor 82 is mounted on the retaining part 80 such that the effective side of the axial sensor is axially parallel to the piston rod 26 and oriented onto the reference member 80d at the required distance.

[0182] exist Figure 17The diagram shows the piston rod 26 in the "extended" state. In this state, the reference element 80d is within the detection range of the two sensors 81 and 82. Sensors 81 and 82 generate signals in this state indicating the "extended" state of the piston rod 26.

[0183] When the piston rod 26 moves to the "extended" state, the reference member 80d, which is fixedly connected to the piston rod 26, moves out of the detection range of the two sensors 81, 82, where these sensors no longer provide signals. The "extended" state can then be definitively identified by another signal, provided, for example, by the actuation control device of the brake cylinder 3 or by another sensor, for example, on the brake lever 1a.

[0184] The two sensors 81 and 82 can be, for example, inductive sensors, but any other method capable of determining the actual position of the piston rod 26 can also be used. Alternatively, a single sensor 81 and 82 can be used.

[0185] The advantage is that the sixth detection unit 8, together with the sensors 81 and 82, is fixedly located on the bogie or underframe of the rail vehicle to which it belongs, so that the connecting wire 82a of the sensors 81 and 82 (only one connecting wire is shown) does not move during train operation and therefore the connecting wire 82a can be very sturdy.

[0186] The evaluation of the signals provided by the detection units 7, 7a, 7b, 7c, 7d, 8, and 9 will then be described by way of example.

[0187] The signal can be monitored in three modes:

[0188] - Only in braking tests used to begin operation. One advantage is that the evaluation logic can be simpler and, however, the braking test method can be accelerated (instead of relying on human visual observation) and made more reliable.

[0189] The drawback is that it does not provide a continuous signal.

[0190] -Measured during braking. Monitoring of the braking signal begins when the rail vehicle brake 1 is operated and stops after the rail vehicle brake 1 is released.

[0191] The advantage here is that the braking process can be observed, which may improve the level of safety.

[0192] The downside is the more complex evaluation logic.

[0193] - Continuous measurement. This has the advantage that, based on the measurement technology / detection unit, not only braking can be identified, but also other faults and diagnostic data can be obtained.

[0194] However, the most complex logic is required here.

[0195] Two logic circuits can be used in different situations during brake signal evaluation. See patent application DE102021112130A1 and patent document AT525000B1 for the monitoring of the movement of the lever adjuster 4. Herein is described a brake caliper unit including a wear sensor device and a method for detecting wear on the brake lining and brake disc of the brake caliper unit for a disc brake.

[0196] To monitor braking position, a signal evaluation method is described in document EP3815993A1, which can be consulted here. This document relates to monitoring brake, brake lining wear, and wheel wear.

[0197] Furthermore, see document DE102020124645A1, which describes a brake caliper unit including a wear sensor device and a method for detecting wear on the brake caliper unit.

[0198] For distance measurement, refer to document DE102020107835A1, which describes a service brake cylinder, particularly a shoe brake, for use in rail vehicles, including braking state detection, and a method for detecting the braking state of the service brake cylinder, particularly the shoe brake.

[0199] exist Figure 18 The diagram shows a schematic flowchart of a method according to the invention for monitoring the brake 1 of a rail vehicle.

[0200] In the first method step VS1, the rail vehicle brake 1, including the monitoring device 10, is provided as detection units 7, 7a, 7b, 7c, 7d, 8, and 9. Sensors 71, 72, 73, 74, 75, 77, 81, 82, and 90 of the detection units 7, 7a, 7b, 7c, 7d, 8, and 9 are connected to the power supply device.

[0201] In the second method step VS2, the sensors 71, 72, 73, 74, 75, 77, 81, 82, and 90 of the detection units 7, 7a, 7b, 7c, 7d, 8, and 9 respectively generate electrical signals depending on the state of the rail vehicle brake 1.

[0202] The signals thus obtained are monitored in three modes in the third method step VS3, wherein monitoring is performed only at the start of the operation during the braking test in the first mode, during braking in the second mode, and continuous monitoring is performed in the third mode.

[0203] The monitored signal is compared with a pre-stored reference value in the evaluation unit 11. Based on the comparison value obtained in this way, the evaluation unit 11 outputs the result value as an output in optical, acoustic, tactile, and / or electronic form. The term "electronic form" should be understood as not only analog but also digital data of the result value and other signals.

[0204] The above description covers data communication via cable connection. However, it is also possible that this data communication can be entirely or partially wireless, for example, via radio, infrared, or ultrasonic waves.

[0205] The present invention is not limited to the embodiments given above, but can be modified within the scope of the claims.

[0206] List of reference numerals

[0207] 1. Rail vehicle brakes

[0208] 1a Brake lever

[0209] 1b Suspension device

[0210] 2 wheels

[0211] 3 brake cylinders

[0212] 4-bar regulator

[0213] 5 brake shoes

[0214] 6 handbrakes

[0215] Detection units 7, 7a, 7b, 7c; 7d; 8; 9

[0216] 10 monitoring devices

[0217] 11 assessment units

[0218] 12 shells

[0219] 12a, 12b, 12c inner holes

[0220] 12d, 12e end sides

[0221] 12f staircase

[0222] 12g bottom

[0223] Gap 13, 14

[0224] 15 bushing

[0225] 15a inner hole

[0226] 15b protection element

[0227] 16, 17, 18 Force storage elements

[0228] 19 pivot shafts

[0229] 20 pivot rods

[0230] 20a, 20b lever arms

[0231] 20c, 20d protrusions

[0232] 21 Assembly Frame

[0233] 22-cylinder block

[0234] 23 cylinder head

[0235] 24 cylinder liner

[0236] 24a Piston

[0237] 24b Studio

[0238] 24c cylinder space

[0239] 25 Piston Sealing Device

[0240] 26 piston rod

[0241] 27 Piston Return Spring

[0242] 27a rod return spring

[0243] 28 connector

[0244] 29 guide plates

[0245] 29a sales

[0246] 29b ring

[0247] 40 Adjustable spindle

[0248] 40a, 40b spindle ends

[0249] Positions 40c, 40d, and 40e

[0250] 41 Guide Nut Tube

[0251] 41a and 41b pipe ends

[0252] 42 connecting pieces

[0253] 43 cylinder housing

[0254] 43a, 43b shell ends

[0255] 43c stop surface

[0256] 44 protective tube

[0257] 45, 45a sealing rings

[0258] 47 Adjustment rod

[0259] Sections 47a and 47b

[0260] 47c flange

[0261] 47d end side

[0262] 47e central axis

[0263] 48 Adjustment Head

[0264] 48a Fastening Section

[0265] 48b surface

[0266] 48c protrusion

[0267] 48d hole

[0268] 48e Fastening Boss

[0269] 70 Maintenance Department

[0270] 70a Fastening Device

[0271] 70b Maintaining Section

[0272] Sensors 71, 72, 73, and 74

[0273] 71a, 72a, 73a, 74a connecting wires

[0274] 74b retention section

[0275] 74c reference component

[0276] 75 sensors

[0277] 75a manipulator

[0278] 76 sleeve

[0279] 77 sensors

[0280] 77a end side

[0281] 77b connection side

[0282] 77c cable protection tube

[0283] 80 Maintaining Department

[0284] 80a, 80b clamping rings

[0285] 80c stand

[0286] 80d reference piece

[0287] Sensors 81 and 82

[0288] 82a connecting wire

[0289] 90 sensors

[0290] Sizes a and b

[0291] AB and EB openings

[0292] AS axial clearance

[0293] BS manipulator gap

[0294] H Adjustment Stroke

[0295] HA distance

[0296] K1, K2, K3, K4 couplers

[0297] VM feed nut

[0298] VS1, VS2, VS3 method steps

Claims

1. A rail vehicle brake (1), particularly a rail vehicle brake for freight cars, the rail vehicle brake having a brake lever (1a) including brake shoes (5), a brake cylinder (3), a lever adjuster (4) and a monitoring device (10). Its features are, The monitoring device (10) has a detection unit (7, 7a, 7b, 7c, 7d, 8, 9) including corresponding sensors (71, 72, 73, 74, 75, 77, 81, 82, 90), which are formed by accessing the power supply network of the rail vehicle to be equipped with the device through the power supply of the sensors.

2. The rail vehicle brake (1) according to claim 1, characterized in that, The first detection unit (7) is equipped with a rod adjuster (4) and has at least one sensor (71, 72) that detects the adjustment stroke (H) between the position of the cylinder housing (43) of the rod adjuster (43) and the position of the adjusting rod (47) of the rod adjuster (4).

3. The rail vehicle brake (1) according to claim 2, characterized in that, The adjustment stroke (H) is the distance between the first housing end (43a) of the cylinder housing (43) of the lever adjuster (4) and the adjustment head (48, 48a), the adjustment head being fixedly connected to the adjustment rod (47) of the lever adjuster (4).

4. The rail vehicle brake (1) according to claim 2 or 3, characterized in that, The first detection unit (7) has a sensor (71) and / or an additional sensor (72) arranged radially with its effective side about the adjustment rod (47), the additional sensor being arranged axially with its effective side about the adjustment rod (47).

5. The rail vehicle brake (1) according to any one of claims 2 to 4, characterized in that, The at least one sensor (71, 72) or the two sensors (71, 72) are directly or indirectly fastened to the adjusting rod (47) which is fixed in position.

6. The rail vehicle brake (1) according to any one of the preceding claims, characterized in that, A second detection unit (7a) including at least one sensor (73) is provided with a rod adjuster (4), wherein the at least one sensor (73) is disposed on a protective tube (44) on which the position of the adjusting main shaft (40) of the rod adjuster (4) is fixed and detects the position of the movable adjusting main shaft (40).

7. The rail vehicle brake (1) according to claim 6, characterized in that, The adjusting spindle (40) is provided with at least one marking portion that can be detected by the at least one sensor (73), the position of which corresponds to the wear state of the brake shoe (5).

8. The rail vehicle brake (1) according to any one of the preceding claims, characterized in that, A third detection unit (7b) including at least one sensor (74) is provided to the rod adjuster (4), wherein the at least one sensor (74) is fastened to the movable adjustment spindle (40) of the rod adjuster (4) and detects the distance to a fixed reference member (74c) directly or indirectly mounted on a fixed protective tube (44), wherein the distance is proportional to the actual thickness of the brake lining (5).

9. The rail vehicle brake (1) according to any one of the preceding claims, characterized in that, A fourth detection unit (7c) including at least one sensor (75) is provided to the lever adjuster (4), wherein the at least one sensor (75) is disposed in a housing (12) between a first lever section (47a) of the adjusting lever (47) and a second lever section (47b) of the adjusting lever (47) of the lever adjuster (4), wherein the housing (15) is disposed in series between the lever sections (47a, 47b) of the adjusting lever (47).

10. The rail vehicle brake (1) according to claim 9, characterized in that, The first rod section (47a) is fixedly connected at one end to the adjusting head (48) and at the other end to the housing (15), wherein the second rod section (47b) is aligned with the first rod section (47a) and is supported in the housing (15) in a longitudinally movable manner.

11. The rail vehicle brake (1) according to claim 10, characterized in that, The housing (12) and the second adjusting rod section (47b) of the adjusting rod (47) form a telescopic mechanism with a small stroke in the size range of 1 mm, wherein the stroke is operated by means of the pivot rod (20) to manipulate the sensor (75).

12. The rail vehicle brake (1) according to claim 11, characterized in that, The end face (47d) of the second rod section (47b) pointing toward the first rod section (47a) is in contact with the pivot rod (20), which contacts the actuator (75a) of the at least one sensor (75).

13. The rail vehicle brake (1) according to any one of the preceding claims, characterized in that, A fifth detection unit (7d) including at least one sensor (77) is provided to the lever adjuster (4), wherein the sensor (77) is received in a hole (48d) in the adjusting head (48) and interacts with a section of the cylinder housing (43) and thus detects the initial position and braking position.

14. The rail vehicle brake (1) according to claim 13, characterized in that, The sensor (77) is disposed in the sleeve (76).

15. The rail vehicle brake (1) according to claim 13 or 14, characterized in that, The hole (48d) of the adjusting head (48) is inclined relative to the adjusting rod (47).

16. The rail vehicle brake (1) according to any one of the preceding claims, characterized in that, The sixth detection unit (8) is provided to the brake cylinder (3) and has at least one sensor (81, 82), which detects the position of the piston rod (26) of the brake cylinder (3) and is fixedly fastened to the brake cylinder (3).

17. The rail vehicle brake (1) according to claim 16, characterized in that, The sixth detection unit (8) has a sensor (81) radially arranged with its effective side about the piston rod (26) of the brake cylinder (3) and another sensor (82) axially arranged with its effective side about the piston rod (26) of the brake cylinder (3), wherein the sensors (81, 82) work together with a reference member (80d) which is fastened to the movable piston rod (26) of the brake cylinder (3).

18. The rail vehicle brake (1) according to any one of the preceding claims, characterized in that, At least one additional detection unit (9), including at least one sensor (90), is provided to at least one suspension device (1b) of the brake lever (1a), wherein the holding part of the suspension device (1b) is a fixed point, and the components to which the brake lever (1a) belongs are pivotally hinged at the fixed point, wherein the pivoting motion of these components in relation to the braking process and the actual wear state of the brake shoes (5) is detected by the at least one sensor (90).

19. The rail vehicle brake (1) according to claim 18, characterized in that, The at least one sensor (90) is configured as an angle acquisition device.

20. The rail vehicle brake (1) according to any one of the preceding claims, characterized in that, The power supply network of the rail vehicle has a digital automatic coupler (DAC).

21. A rail vehicle, particularly a freight car, said rail vehicle comprising a rail vehicle brake (1) according to any one of the preceding claims.

22. A method for monitoring the rail vehicle brake 1 according to any one of claims 1 to 20, particularly for freight cars, as described in claim 21, characterized in that... Method and steps: (VS1) provides a rail vehicle brake (1) having a monitoring device (10) including detection units (7, 7a, 7b, 7c, 7d, 8, 9) and connecting the sensors (71, 72, 73, 74, 75, 77, 81, 82) of the detection units (7, 7a, 7b, 7c, 7d, 8, 9) to the power supply network of the rail vehicle including a digital automatic coupler (DAC); (VS2) generates corresponding electrical signals from the sensors (71, 72, 73, 74, 75, 77, 81, 82) of the detection unit (7, 7a, 7b, 7c, 7d, 8, 9) depending on the state of the rail vehicle brake (1); and (VS3) monitors the signal thus obtained and compares the obtained signal with a pre-stored reference value in the evaluation unit (11) and outputs the result of the comparison as an output in optical, acoustic, tactile and / or electronic form.

23. The method according to claim 22, characterized in that, In the third method step VS3 monitoring, the acquired signals are monitored in three modes: in the first mode, monitoring is performed only during the braking test at the start of operation; in the second mode, monitoring is performed during braking; and in the third mode, continuous monitoring is performed.

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