Arrangement of a railway vehicle brake and a railway vehicle, in particular freight wagon, with automated or motorized parking and holding brake and railway vehicle, in particular freight wagon, with such an arrangement

Abstract

An arrangement comprising a railway vehicle brake (5) and a railway vehicle, in particular a freight wagon (1), is provided. The railway vehicle brake (5) has a brake unit (10) and a parking and holding brake (6) with at least one actuator (7, 7'). The parking and holding brake (6) is designed as an automated and / or motorized parking and holding brake (6) with at least one actuator (14). A railway vehicle, in particular a freight wagon (1), with a railway vehicle brake (5) of such an arrangement is provided.

Description

[0001] The invention relates to an arrangement of a railway vehicle brake and a railway vehicle, in particular a freight wagon, with an automated or motorized parking and holding brake according to the preamble of claim 1. The invention also relates to a railway vehicle, in particular a freight wagon, with such an arrangement.

[0002] The term "rail vehicle" shall be understood to mean the following in the following: freight wagons, passenger wagons, coaches, special vehicles (e.g. track maintenance vehicles, track construction wagons, crane wagons, measuring wagons, etc.), locomotives, multiple units, etc.

[0003] The digital freight train (DFT) plays a significant role in advancing digitalization and automation in rail transport.

[0004] There is still a need for improvement, particularly in the area of ​​freight transport, as the assembly and operation of freight wagons currently require both personnel and a great deal of time and effort.

[0005] For example, when separating a freight train with two cars to be uncoupled, the parking brake of each car must first be applied. Then, a person must position themselves between the side buffers of the coupled cars and release the coupling chain. This is done using a spindle with a hinged handle, which is turned in nuts on the coupling chain's loops to release tension in the chain, i.e., to "lengthen" it. Then, a loop of the approximately 36 kg coupling chain is lifted from the draw hook of one car and attached to the draw hook of the other car. Additionally, brake lines and possibly other lines must be disconnected from their plug connections.

[0006] Wheel chocks can also be used to secure the wagons; these must be placed on the track for each wagon.

[0007] The release of the parking brakes and the removal of the wheel chocks must be documented; it can be forgotten.

[0008] Coupling the carriages is a reverse process and therefore time-consuming. Furthermore, the distances that staff must cover during uncoupling and coupling also take time.

[0009] Uncoupling and coupling are both accident-prone due to the limited space between the side buffers and the wagons. Furthermore, working between the side buffers with a grease-lubricated spindle, coupling head, and draw hook is a very dirty and, in winter weather, particularly dangerous task.

[0010] Process automation using digital freight wagons and the associated automation of procedures can make the assembly and separation of freight trains much more efficient, flexible, and cost-effective. This ultimately offers numerous advantages for both the operator and the end customer. In this context, the Digital Automatic Coupler (DAK) should also be mentioned, which enables the connection of electrical consumers, control units, operating devices, and other components through additional electrical control and power lines.

[0011] Furthermore, the digital interfaces used enable new functionalities with regard to diagnosis, maintenance and repair (keyword: Condition-Based / Predictive Maintenance).

[0012] Railway vehicle brakes are used in different designs on freight wagons and comprise a brake unit, although only some freight wagons have a parking and holding brake.

[0013] The term "brake unit" as used below refers to power generators, e.g. brake cylinders, power transmitters, e.g. brake linkages, brake pads / shoes (also brake discs with associated brake linings in the case of disc brakes) and mountings.

[0014] The term "parking and locking brake" refers in the following to operating devices and transmission means with which (e.g. manually) the brake unit is adjusted and locked into a braked state to apply the brake blocks / brake linings (e.g. in a parking position of the rail vehicle), and released again to release the braked state.

[0015] In accordance with current technology, parking and holding brakes in freight rail transport are operated purely manually or mechanically, e.g., via a handwheel on one side of the wagon, on a platform, or via a crank in the driver's cab. This list is only exemplary and not limited, especially since there are many variations.

[0016] Document US 7,347,306 B2 relates to a device and method for operating a winding mechanism. The system includes electric and manual actuating mechanisms that engage with a combination mechanism to exert force on the winding mechanism. In a first operating mode, the combination mechanism transmits rotation from the electric actuating mechanism, and in a second operating mode, the combination mechanism transmits rotation from the manual actuating mechanism. The method for operating the winding mechanism uses a motor and a manual input shaft connected to a gear to operate the winding mechanism in the first and second modes. The motor is engaged with the gear at least during the second operating mode.

[0017] In Fig. 1 and Fig.2. Schematic views of parking and locking brakes 6 in freight rail transport are shown as examples according to the state of the art.

[0018] Fig. Figure 1 shows a schematic side view of a freight wagon 1 with a bogie 2 (partially), a wheel 3 and a brake shoe 4. The brake shoe 4 is connected or coupled to a railway vehicle brake 5 in a manner not shown in detail here.

[0019] A handwheel, acting as an actuator 7 for a parking and holding brake 6 of the rail vehicle brake 5, is rotatably mounted on one longitudinal side of the frame 1a of the freight wagon 1 and coupled to the rail vehicle brake 5. This will be explained in more detail below. By manually turning the actuator 7, the parking and holding brake 6 can be applied or released. In this example, one axis of rotation of the actuator 7 is arranged parallel to the wheel axles of the wheels 3.

[0020] In Fig.2 The actuator 7 of the parking and locking brake 6 is designed as a hand crank and is rotatably mounted at the end of a railing 1c of a driver's cab 1b (platform) of a freight wagon 1, e.g., a tank wagon. The actuator 7 is connected to an actuating shaft 7a, which is coupled to the rail vehicle brake 5 (not shown here). The actuating shaft 7a runs perpendicular to the wheel axles.

[0021] Fig. Figure 3 shows a schematic view of a freight wagon brake with a brake linkage 8 according to the prior art. The railway vehicle brake 5 comprises the brake linkage 8, a brake cylinder 9 and is coupled to the brake shoes 4 of the wheels 3.

[0022] This conventional brake linkage 8 is one of two main types used on freight wagons. Here in Fig. Figure 3 shows, for example, a schematic representation of a so-called Res flat wagon.

[0023] The parking and holding brake 6 has two actuators 7, 7' located on opposite sides of the freight car 1. Each actuator 7, 7' is non-rotatably connected to an actuating shaft 7a, 7'a. The ends of the actuating shafts 7a, 7'a are coupled to a gearbox 70. The gearbox 70 ensures that the direction of rotation of the actuators 7, 7' is the same on both sides of the car and, via a downstream spindle and nut, converts the rotary motion of the respective actuating shaft 7a, 7'a into a linear motion of an actuating rod 71, which in turn is connected to the brake linkage 8. In this way, the parking and holding brake 6 is coupled to the rail vehicle brake 5 and can engage and disengage it.

[0024] The second main type of brake used on freight wagons is a so-called bogie brake unit or bogie brake, which is installed in a bogie. Such a bogie can have different designs. Three types are given here as examples: Y21, Y25, and Y31-CE.

[0025] Fig. Figure 4 shows a side view of such a bogie 2, and Fig. Figure 5 shows a top view of bogie 2.

[0026] The bogie 2 comprises a central support, which is referred to as cradle 2a, and two parallel side supports 2b, in which the wheelsets are mounted.

[0027] Automatic or motorized parking and holding brakes are currently known on locomotives, especially in the USA, where a handwheel as in Fig. 1 can be operated both manually and via an electric motor with several gear stages.

[0028] The following documents should be mentioned as examples: US 2019 / 023 291 A1, US 2013 / 068 570 A1, US 2007 / 131 497 A1, US 2015 / 142 284 A1, US 2016 / 200 296 A1.

[0029] A disadvantage is that assembling and operating freight wagons requires a great deal of both personnel and time.

[0030] Therefore, the object of the invention is to create an improved arrangement of a railway vehicle brake and a freight wagon in order to enable automated shunting operations, simplifying the assembly and operation of freight wagons and reducing personnel and time requirements.

[0031] Another task is to provide an improved freight wagon with a rail vehicle brake of such an arrangement.

[0032] The problem is solved by the subject matter of claim 1.

[0033] The further problem is solved by the subject matter of claim 16.

[0034] Advantageous configurations are described in the sub-claims.

[0035] One idea is to retrofit existing freight trains or freight wagons with an automated or motorized parking brake, which can also be used without problems in new vehicles.

[0036] An arrangement according to the invention comprising a railway vehicle brake and a railway vehicle, in particular a freight wagon, is provided, wherein the railway vehicle brake has a brake unit and a parking and holding brake with at least one actuator. The parking and holding brake is designed as an automated and / or motorized parking and holding brake with at least one actuator.

[0037] One advantage is that the parking and locking brake can be operated by means of the actuator, whereby the operation can be remotely controlled via wired and / or wireless connection, thus enabling considerable simplification and time savings in the operation of the parking and locking brake.

[0038] A rail vehicle according to the invention, in particular a freight wagon, has a rail vehicle brake of the arrangement described above.

[0039] This offers the advantage of simplifying the assembly and operation of freight wagons. Furthermore, it can save on personnel and time.

[0040] In a particularly preferred embodiment, the actuator comprises at least one electric motor. An electric motor is advantageous due to its control and electrical energy supply, especially in the case of a digital freight wagon that also provides a power supply.

[0041] It is advantageous if the at least one electric motor (15) is a torque motor, since it offers high torque in a small space and is also available in high quality at a low cost.

[0042] Another design provides that the actuator has at least one gearbox coupled to at least one electric motor. This allows different motors to be advantageously adapted to different loads.

[0043] If at least one gearbox is a spur gear, a planetary gear, or a worm gear, many adjustment options are advantageously possible in terms of torque, speed, installation space, etc. Standard gearboxes can also be used. Furthermore, it is advantageous to be able to combine these different gearboxes in the actuator.

[0044] In the particularly preferred embodiment, the actuator has at least one clutch. A clutch advantageously reduces frictional torque during manual operation, as the motor does not need to be turned. This also makes it advantageously possible to decouple the actuator movement from the manually operated handwheel, thus preventing injuries, for example, caused by a detent torque of the motor.

[0045] Otherwise, a clutch is not required if the detent and friction torque are within a tolerable range.

[0046] In the particularly preferred embodiment, it is advantageous if the at least one coupling is designed as an electric coupling with an electromagnet and / or an electric motor, since this makes automatic separation of the movements during actuator actuation easily possible.

[0047] In another embodiment, the actuator has at least one actuator housing. This allows the actuator and its functional units to be advantageously protected from environmental influences and, on the other hand, to be advantageously integrated and / or mounted as a compact component.

[0048] Another embodiment involves attaching the actuator to and coupling it to a linkage of the brake unit, with the linkage coupling connecting at least one actuator to the brake unit. An advantage of this is that the actuator only needs to be attached to the linkage; the connection to the brake unit is already established by the linkage.

[0049] It is advantageous if the coupling gear and the actuator are arranged on a drive carrier of the brake unit, as this results in a compact design.

[0050] Alternatively, in another embodiment, the actuator can be attached to the at least one actuating device and coupled to this actuating device or to an actuating shaft of the actuating device. These couplings are advantageously simple.

[0051] In another embodiment, the actuator is mounted on a bevel gear unit, which is attached to / on the driver's cab of the freight car. This unit couples an actuating shaft connected to the actuator to another actuating shaft connected to the brake unit. The advantage of this design is that the actuator only needs to be coupled to the bevel gear unit, which can be configured for multiple input variables.

[0052] Another embodiment involves attaching the actuator to a side support of a freight wagon's bogie. This results in an advantageously compact design.

[0053] It is also advantageous if the actuator of the actuator is arranged in a mounting space of this actuator, as this saves installation space.

[0054] Another embodiment provides that the actuator of the actuator comprises a motor, in particular a torque motor, and a planetary gear set, with the actuator forming a planet carrier for the planetary gear set. A particular advantage here lies in its compactness, since the planetary gear set is integrated into the actuator.

[0055] In a further embodiment, the actuator motor is arranged to engage with the planetary gear via a spur gear transmission, the spur gear transmission being multi-stage, particularly two-stage. This advantageously allows for different, e.g., high, gear ratios to be achieved in a small space.

[0056] In another embodiment, the actuator comprises a ring gear and a motor whose pinion engages with the ring gear, the ring gear being mounted on the rear of the actuator facing the bogie. This is advantageous because it reduces the axial length of the actuator and gearbox, preventing components from protruding too far laterally from the bogie's side frame.

[0057] It can also be advantageous to use a worm gear, since its axes run at right angles and a high gear ratio is possible.

[0058] Another embodiment provides that the actuator has a gear, in particular a spur gear, which is mounted on an actuating shaft coupled to the actuator, the gear meshing with the motor's pinion via a spur gear transmission. This results in an advantageously simple design.

[0059] The invention offers the following advantages: - Automated operation of a parking or holding brake on freight wagons and trains - Optimization of shunting operations for freight wagons (faster, safer, more cost-effective) - Avoidance / Reduction of dome shocks - Defined application of the parking brake (cf. DE 10 2015 010 975 A1) - The engaged parking brake can be monitored. - Avoidance of flat spots, consequently, among other things, no complete replacement of the wheelsets is necessary) - Automatic / unintentional release of the parking brake is prevented. - Opportunities for cost-effective retrofit solutions for existing wagon fleets and bogies - Conceptual coverage for various requirements, installation situations and variations

[0060] Exemplary embodiments of the invention are described below with reference to the accompanying drawings. The invention is not limited to these exemplary embodiments. In particular, individual features of the following exemplary embodiments can be used not only in this embodiment but also in other exemplary embodiments. The drawings show: Fig. 1-2 Schematic views of parking and holding brakes in freight rail transport according to the state of the art; Fig. 3 a schematic view of a freight wagon brake with brake linkage according to the state of the art; Fig. 4-5 schematic views of bogies with freight wagon brakes according to the state of the art; Fig. 6 a perspective view of a brake unit from the prior art; Fig. 7 a schematic block representation of a first embodiment of a parking and holding brake according to the invention; Fig.8-8a Schematic views of the brake unit with the first embodiment according to Fig. 7; Fig. 9-12 schematic representations of variants of the first embodiment according to Fig. 7-8; Fig. 13-16 schematic views of a second embodiment of the parking and holding brake according to the invention; Fig. 17-18 schematic representations of a first variant of the second embodiment according to Fig. 13-16; Fig. 19-19a Schematic views of a third embodiment of the parking and locking brake according to the invention; and Fig. 20-26a Schematic representations of further variants of the second embodiment according to Fig. 13-16.

[0061] The Fig. 1-5 from the state of the art have already been described above.

[0062] Fig.Figure 6 shows a perspective view of a brake unit 10 from the state of the art.

[0063] Brake unit 10 is a typical, exemplary CFCB brake unit 10.

[0064] This CFCB brake unit 10 comprises a drive carrier 11 and a cross member 12. A brake pad 4 with a holder is attached to each of the lateral ends of these carriers 11 and 12. The drive carrier 11 includes, for example, a pressure cylinder and is connected to the cross member 12 via two parallel push rods 11a.

[0065] In addition, the brake unit 10 has a parking and holding brake 6, which here includes a handwheel as actuator 5 on both sides, actuating shafts 7a, 7b and coupling element 7c.

[0066] Furthermore, a coupling mechanism 13 is attached to the drive carrier 11. An actuating shaft 7b is coupled to each side of the coupling mechanism 13 via a respective coupling element 7c. Each of the two actuating shafts 7b is connected to an actuator 7 of the parking and handbrake 6 via a respective actuating shaft 7a.

[0067] The coupling mechanism 13 enables the actuators 7 to be coupled to the brake unit 10 and ensures that the actuators 7 rotate in the same direction, thus allowing the brake unit 10 to be engaged or disengaged. This function will not be explained in detail here.

[0068] Starting from this in Fig. The following examples of the invention are to be explained in relation to the conventional brake unit 10 shown in Figure 6.

[0069] These designs are initially based on the use of the standard CFCB brake unit 10, but can also be adapted to the conventional brake linkage (see Fig.3) be used.

[0070] For this purpose, several operating principles of the following embodiments of the invention are listed in a table 1 “Overview” for respective sub-functions (e.g. force / torque generation, installation location, minimizing risk of injury). Table 1: Overview subfunction generate torque electric pneumatic hydraulic Increase torque Spur gear drive planetary gear Worm gear Multiple engines Torque Motor Service branching Interlocking Friction closure Direct drive belt drive chain drive Motor decoupling coupling Not necessary Clutch operation Lifting magnet Manually electric motor Not necessary Prevent injuries No spokes coupling Hold the handwheel (planet gear) Remove handwheel Not required Installation location At the brake unit At the Wave On the handwheel At the angle gearbox 2-sided manual operation Operate clutch with motor current Clutch can be engaged from either side No clutch required Not required Measure torque Via motor current Torque measurement Not required Measure stroke Motor rotation angle Over-stroke measurement Not required

[0071] For example, an electromechanical actuator can be used to generate the required force or torque. However, electro-pneumatic and electro-hydraulic actuators are also conceivable. Since such actuators alone are not capable of generating the required torque of, for example, 75 Nm to apply the parking brake, amplification will be necessary, either via one or more gear stages or via several actuators simultaneously. Furthermore, there are various options, for example, regarding the installation location, drive decoupling during manual operation, and the sensors to be used.

[0072] For example, an actuator can be installed on the brake unit 10 on / at the drive carrier 11 on the coupling gear 13. This is shown in Fig. 6 indicated by a dashed circle VII.

[0073] In Fig. Figure 7 shows a schematic block representation of a first embodiment of a parking and holding brake 6 according to the invention on the brake unit 10.

[0074] Fig. Figure 8 shows a front view of the first embodiment according to Fig. 7. Fig. 8a shows a top view of the first embodiment according to Fig. 8 dar.

[0075] One advantage is that the two handwheels (actuators 7), which are currently only used manually to engage the parking and locking brake 6, can remain in their original location, so there are no visible changes for personnel. However, retrofitting does involve some additional effort.

[0076] The parking and locking brake 6 has an actuator 14 which is arranged laterally (here in the longitudinal direction of the drive carrier 11 of the brake unit 10) on the coupling gear 13 and coupled to it.

[0077] The actuator 14 comprises an electric motor 15, a gearbox 16 and a clutch 16. The actuator 14 also has a housing 14 for these functional units.

[0078] The motor 15 is coupled to the gearbox 16, which is designed here as a spur gear gearbox. In this example, the spur gear gearbox has three stages. The output of the gearbox 16 is connected to the clutch 17, which in turn is coupled to the coupling gearbox 13.

[0079] The gearbox 16 is arranged in series between the motor 15 and the clutch 17.

[0080] Fig. Figure 9 shows a block diagram of a first variant of the first embodiment according to Fig. 8-8a at brake unit 10.

[0081] Fig. Figure 10 shows a top view of the brake unit 10.

[0082] In this variant, a planetary gear set 16a is used instead of the gear set 16 with spur gears. The planetary gear set 16a can also be configured in a multi-stage version.

[0083] In Fig. 11 is a block representation of a second variant of the first embodiment according to Fig. 8-8a shown on brake unit 10.

[0084] Fig. Figure 12 shows a top view of the brake unit 10.

[0085] In this second variant, the actuator features a combination of spur gear and planetary gear. The planetary gear 16a is arranged between the clutch 17 and the motor 15, with the spur gear transmission 16 located at the output of the clutch 17 and connected to the coupling transmission 13.

[0086] It is also conceivable that this second variant is constructed with a multi-stage planetary gear 16a and a single-stage gear 16 as a spur gear transmission.

[0087] In the first embodiment according to Fig. 7-8 and the variants Fig. 9-10 and 11-12 a coupling 17 (electromechanical, mechanical) is currently provided to decouple the actuator 14 from the further mechanics when not in use and thus avoid the stiffness due to the detent torque and the inertias in the drive unit during manual operation on one of the two handwheels (actuator 7).

[0088] Depending on requirements and design, coupling 17 can also be omitted.

[0089] Similarly, the two handwheels (actuators 7) may need to be decoupled from the actuator 14 when the motor 15 is switched on, in order to prevent unintentional rotation and minimize the potential risk of injury. However, according to Table 1 "Overview", other options may also be used depending on the requirements.

[0090] Fig. Figure 13 shows a schematic perspective view of a second embodiment of the parking and holding brake 6 according to the invention on the brake unit 10.

[0091] Fig. Figure 14 shows a schematic view of an actuator 7 of the second embodiment. Fig. 13.

[0092] In Fig. Figure 15 shows a top view of a bogie 2 with the brake unit 10 and the parking and holding brake 6.

[0093] Fig. Figure 16 presents a perspective view of the Fig. 15 dar.

[0094] The second embodiment relates to a drive unit as actuator 14 in place of the previous actuator 7 (handwheel) or together with the actuator 7.

[0095] The area in which the actuator 14 of the parking and locking brake 6 is arranged on the brake unit 10 is in Fig. 13 marked with a dashed circle XIV.

[0096] The second embodiment offers the advantage of, among other things, significantly better retrofitting capabilities in existing vehicles.

[0097] The limits of the installation space, e.g., the loading gauge of the freight wagon, must be observed. This applies in particular if handwheels (operators 7) are still required or desired on both sides of the wagon, as the operators can usually protrude further laterally.

[0098] Fig.Figure 14 shows an actuator 14 with a motor 15 that drives a worm gear which meshes with a worm wheel. The worm gear and the worm wheel form a worm gear 16b. The worm wheel is coupled to the actuating shaft 7a or to the actuator 7 (handwheel) via couplings 7.

[0099] In Fig. Figure 15 shows a top view of the second embodiment.

[0100] The worm gear 16b offers the advantage of high gear ratios in a small space. The input shaft and output shaft are arranged at right angles to each other, with the motor 15 extending parallel to the side support 2b of the bogie 2, thus saving space.

[0101] In Fig. 16 has the parking and locking brake 6 in contrast to Fig.15 only a handwheel as actuator 7 on one side support 2b of the bogie 2. On the other side support 2b of the bogie 2, the actuator 14 with the motor 15 and the worm gear 16b is arranged.

[0102] Fig. Figure 17 shows a schematic representation of a first variant of the second embodiment according to Fig. 13-16.

[0103] In Fig. Figure 18 is a schematic perspective view of a bogie 2 with the variant according to Fig. 17 shown.

[0104] In the variant of the second embodiment, a planetary gear 16a is arranged in series between the motor 15 and the clutch 17. The actuator housing 14a of the actuator 14 is attached to a holder 18, e.g., a frame, and together with the holder 18, is mounted on the side support 2b of the bogie 2.

[0105] The actuating shaft 7a is simultaneously an output shaft of the clutch 17. The actuating shaft 7a is coupled to the other actuating shaft 7b via a coupling element 7d. The coupling element 7d (as well as the other coupling elements 7c) is a type of universal joint.

[0106] In the perspective view of the Fig. In this variant, the parking and locking brake 6 is equipped with only one actuator 7 (handwheel), which is located on the opposite side support 2b of the bogie 2.

[0107] The use of one or two handwheels as actuator 7, the decoupling of actuator 14 or handwheel (actuator 7) and other properties are also determined based on Table 1 (“Overview”).

[0108] Fig. Figure 19 shows a schematic view of a third embodiment of the parking and holding brake 6 according to the invention.

[0109] In Fig.19a is a further schematic view of the third embodiment. Fig. 19 shown.

[0110] In the third embodiment of the parking and locking brake 6, an actuator 14 is installed or retrofitted on a crank or actuator 7 in freight wagons that have a driver's cab 1b (platform) (e.g. hazardous goods transporters, hopper wagons, tank wagons).

[0111] The actuator 7 is attached to a railing 1c of the driver's cab 1b. A bracket 18a for the actuator 7 is shown only schematically as an example. Other designs are of course possible.

[0112] The actuator 14 can also be arranged on and coupled to an angle gear 70. The angle gear 70 is mounted on the driver's cab 1b and couples the vertical actuating shaft 7a to another angled actuating shaft 7b, which is connected to the brake linkage 8 (see Fig.3) or the brake unit 10 (CFCB) functional connection.

[0113] According to Table 1 (“Overview”), various variations in execution are also possible here.

[0114] Fig. Figures 20-26a show schematic representations of further variants of the second embodiment according to Fig. 13-16.

[0115] Fig. Figure 20 shows an actuator 7 in the form of a motorized or automated handwheel of a second variant of the second embodiment of the parking and holding brake 6 according to Fig. 13-16.

[0116] In Fig. 20a is a sectional view of the Fig. 20 shown.

[0117] Fig. Figure 21 shows an example of a support plate.

[0118] An actuator 14 of the actuator 7 (handwheel) is arranged in a mounting space of this actuator 7.

[0119] The stationary actuator housing 14a of the actuator 14 is arranged around a section of the actuating shaft 7a. The motor 15 is located in the actuator housing 14a and is coupled directly to the actuating shaft 7a or indirectly to it via a gearbox. One end of the housing 14a is located at the rear of the actuator 7 and surrounded by a cover 14b. The cover 14b is attached to the rear of the actuator 7 and sealed against the actuator housing 14a.

[0120] The other end of the housing 14a has a flange 14c for attachment (here: to the side support 2b of the bogie 2).

[0121] Here, a Y25 bogie 2 with the CFCB brake unit 10 is used, which closely resembles a real freight wagon for demonstration purposes. Furthermore, the actuators 7 (handwheels) on both sides of the bogie can also rotate when the actuator 14 is actuated.

[0122] To better facilitate the mechanical connection of the modified actuator 7 to the Y25 construction of the bogie, a support plate 19 can also be attached to the attachment or the side support 2b of the bogie 2, as shown in Fig. Figure 21 is shown as a possible example. Fastening can be done using screws, rivets, or similar fasteners, or by welding.

[0123] The shape of the support plate 19 is adapted to the respective surrounding structure. The support plate 19 has a through-hole 19a for the actuating shaft 7a.

[0124] Fig. 22 represents a third variant of the second embodiment of the parking and holding brake 6 according to Fig. 13-16 dar.

[0125] Fig. 22a shows a cross-sectional view of Fig. 22.

[0126] In the third variant, the parking and locking brake 6 comprises an actuator 14 with a motor 15 in a design as a so-called torque motor and with an additional planetary gear 16a, which resulted from the morphological box (Table 1).

[0127] The actuator 7 (handwheel) forms the planet carrier 20 of the planetary gear 16a for the planet gears 20a.

[0128] The torque motor, designated as motor 15, is connected to the planetary gear 16a in the direction of the side support 2b of the bogie 2 and interacts with the planetary gear 16a. The actuating shaft 7a is connected to the actuator 7 at its end pointing towards the actuator 7.

[0129] The planetary gear 16a and the motor 15 are arranged in the stationary actuator housing 14a.

[0130] This results in a design that, in contrast to the previously presented embodiments, is compact. Furthermore, a suitable torque motor is provided as motor 15.

[0131] Fig. Figure 23 shows a fourth variant of the second embodiment of the parking and holding brake 6 according to Fig. 13-16.

[0132] Fig. 23a shows a cross-sectional view of Fig. 23.

[0133] In contrast, in the fourth variant of the second embodiment, it is possible to use several motors 15 synchronously and in parallel, which act together on the actuator 7 (handwheel).

[0134] In Fig. The fourth variant, shown in figure 23, has three motors 15. In this concept, the actuator 7 (handwheel) also forms the planet carrier 20 for the planet gears 20a of the planetary gear 16a.

[0135] The three motors 15 are mounted at regular angular intervals to each other on the stationary actuator housing 14a on the rear side of the planetary gear 16a, facing the rotating frame 2. The three motors 15 engage with the planetary gear 16a via their motor pinions 21.

[0136] The actuating shaft 7a is connected to the actuator 7 at its end pointing towards the actuator 7.

[0137] In Fig. 24 is a fifth variant of the second embodiment of the parking and locking brake 6 according to Fig. Shown 13-16.

[0138] Fig. 24a points to Fig. 24 a sectional view.

[0139] The parking and holding brake 6 of the fifth variant of the second embodiment comprises the actuator 7, a motor 15 and a planetary gear 16a.

[0140] The motor 15 engages with the planetary gear 16a via a transmission.

[0141] Here too, the actuator 7 (handwheel) continues to form the planet carrier 20 of the planetary gear 16a. This solution has the advantage of better integration, including into the existing recesses 2c of the Y25 bogie 2.

[0142] The motor 15 is attached to the stationary actuator housing 14a.

[0143] Fig. Figure 25 shows a sixth variant of the second embodiment of the parking and holding brake 6 according to Fig. 13-16.

[0144] Fig. 25a is a cross-sectional view of the Fig. 25.

[0145] The conceptual design of the fifth variant is also used in the sixth variant. The sixth variant comprises a ring gear 22 and a motor 15, whose pinion 21 engages with the ring gear 22.

[0146] The ring gear 22 is screwed onto the rear of the actuator 7, which faces the bogie 2.

[0147] In this configuration, the motor 15 is modularly attached to the rest of the mechanics, in particular to the stationary actuator housing 14a, and is therefore interchangeable.

[0148] Fig. 26 represents a seventh variant of the second embodiment of the parking and holding brake 6 according to Fig. 13-16 dar.

[0149] In Fig. 26a is the Fig. 26 are shown on average.

[0150] In the seventh variant, a gear, in particular a spur gear 23, is mounted on the actuating shaft 7a. The spur gear 23 engages with the pinion 21 of the motor 15 via a spur gear transmission 16 and transmits the torque of the motor 15 directly to the actuating shaft 7a.

[0151] The spur gear 23, the spur gear transmission 16 and the pinion 21 of the motor 15 are arranged within a housing 14a, which surrounds these components and is fixedly attached to the side support 2b of the bogie 2.

[0152] A control unit for the at least one electric motor 15 of the actuator 14 is not shown, but easily conceivable. It can be located directly on / in the actuator 14 or elsewhere on the freight car 1. A distance between the control unit and the motor is preferred to minimize line losses and comply with EMC requirements.

[0153] Actuator 14 can be operated via its control system either wired, e.g., using manual pushbuttons / switches, or wirelessly in a suitable manner. It may also be possible to operate all parking and holding brakes 6 of a freight train simultaneously.

[0154] The following advantages result: - Automated operation of a parking or holding brake 6 on freight wagons and trains - Optimization of shunting operations for freight wagons (faster, safer, more cost-effective) - Avoidance / Reduction of dome shocks - Defined application of the parking brake (cf. DE 10 2015 010 975 A1) - The engaged parking brake can be monitored. - Avoidance of flat spots, consequently, among other things, no complete replacement of the wheelsets is necessary) - Automatic / unintentional release of the parking brake is prevented. - Opportunities for cost-effective retrofit solutions for existing wagon fleets and bogies - Conceptual coverage for various requirements, installation situations and variations

[0155] The invention is not limited by the exemplary embodiments given above, but can be modified within the scope of the claims. Reference symbol list 1 freight wagon 1a frame 1b Driver's cab 1c railing 2 bogies 2a Cradle 2b Side carrier 2c recess 3-wheeler 4 brake pads 5 Rail vehicle brake 6 Parking and locking brake 7, 7' Actuator 7a, 7'a; 7b Actuating shaft 7c, 7d Coupling element 8 brake linkages 9 brake cylinders 10 Brake unit 11 drive carriers 11a Push rod 12 crossbeams 13 coupling gears 14 Actuator 14a Actuator housing 14b Cover 15 engine 16 gearboxes 16a Planetary gear 16b Worm gear 17 Clutch 18, 18a Holder 19 Support plate 19a Borehole 20 planetary gear carriers 20a Planetary gear 21 motor pinion 22 Ring gear 23 Spur gear 70° angle gear 71 Actuating rod

Claims

[1] Arrangement of a railway vehicle brake (5) and a railway vehicle, in particular a freight wagon (1), wherein the railway vehicle brake (5) comprises a brake unit (10) and a parking and holding brake (6) with at least one actuator (7, 7'), wherein the parking and holding brake (6) is designed as an automated and / or motorized parking and holding brake (6) with at least one actuator (14), wherein the actuator (14) has at least one electric motor (15), wherein the actuator (14) has at least one coupling (17), characterized by that the at least one coupling (17) is designed as an electric coupling (17) with an electromagnet and / or an electric motor. [2] Arrangement according to claim 1, characterized by , that the at least one electric motor (15) is a torque motor. [3] Arrangement according to claim 1 or 2, characterized by, that the actuator (14) has at least one gearbox (16, 16a, 16b) which is coupled to the at least one electric motor (15). [4] Arrangement according to claim 3, characterized by , that at least one of the gears (16, 16a, 16b) is a spur gear (16), a planetary gear (16a) or a worm gear (16b). [5] Arrangement according to any of the foregoing claims, characterized by , that the actuator (14) has at least one actuator housing (14a). [6] Arrangement according to any of the foregoing claims, characterized by , that the actuator (14) is attached to and coupled with a linkage (13) of the brake unit (10), wherein the linkage (13) couples the at least one actuator (7, 7') to the brake unit (10). [7] Arrangement according to claim 6, characterized by , that the coupling gear (13) and the actuator (14) are arranged on a drive carrier (11) of the brake unit (10). [8] Arrangement according to any one of claims 1 to 5, characterized by , that the actuator (14) is attached to the at least one actuator (7, 7') and is coupled to this actuator (7, 7') or to an actuating shaft (7a) of the actuator (7, 7'). [9] Arrangement according to any one of claims 1 to 5, characterized by , that the actuator (14) is attached to an angle gear (70) which is attached to / on a driver's cab (1b) of the freight wagon (1) and couples an actuating shaft (7a) which is coupled to the actuator (7, 7') to another actuating shaft (7b) which is coupled to the brake unit (10). [10] Arrangement according to any one of claims 1 to 5, characterized by , that the actuator (14) is attached to a side support (2b) of a bogie (2) of the freight wagon (1). [11] Arrangement according to any one of claims 1 to 5, characterized by , that the actuator (14) of the actuator (7, 7') is arranged in a construction space of this actuator (7, 7'). [12] Arrangement according to claim 10 or 11, characterized by , that the actuator (14) of the actuator (7, 7') comprises a motor (15), in particular a torque motor, and a planetary gear (16a), wherein the actuator (7, 7') forms a planet carrier (20) of the planetary gear (16a) for planet gears (20a). [13] Arrangement according to claim 12, characterized by , that the motor (15) of the actuator (14) engages with the planetary gear (16a) via a spur gear (16), wherein the spur gear (16) is designed to be multi-stage, in particular two-stage. [14] Arrangement according to claim 10 or 11, characterized by , that the actuator (14) comprises a ring gear (22) and a motor (15) which engages with the ring gear (22) via its pinion (21), the ring gear (22) being mounted on the rear of the actuator (7, 7') which faces the bogie (2). [15] Arrangement according to claim 10 or 11, characterized by, that the actuator (14) has a gear, in particular a spur gear (23), which is mounted on an actuating shaft (7a) which is coupled to the actuator (7, 7'), wherein the gear engages with the pinion (21) of the motor (15) via a spur gear transmission (16). [16] Railway vehicle, in particular freight wagon (1), with a railway vehicle brake (5) of an arrangement according to one of the preceding claims.

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