HOLDING DEVICE FOR A RAIL VEHICLE BRAKE AND CHASSIS FOR A RAIL VEHICLE

Description

[0001] The invention relates to a holding device for a friction-independent brake acting on a track.

[0002] Rail vehicles often feature friction-independent brakes, whose braking effect does not depend on the contact between a wheel and a rail. A friction-independent brake can be designed, for example, as a magnetic track brake or a linear eddy current brake and may be connected to a bogie frame or a swing arm of a wheelset guide device of a rail vehicle's bogie. To brake a rail vehicle, a magnetic track brake is lowered towards the track and pressed against it by a magnetic force generated by a magnetic field, creating a longitudinal force between the track and the magnetic track brake. A linear eddy current brake is structurally similar to a magnetic track brake; however, during braking, a gap remains between the track and the linear eddy current brake.

[0003] Unlike magnetic track brakes, where the braking effect is largely generated by friction between the magnetic track brake and the track, eddy current braking forces depend on eddy currents or on a distortion of an unsteady magnetic field between the linear eddy current brake and the track. In addition to friction-independent brakes, friction-dependent brakes are also common for rail vehicles. These can be implemented, for example, as wheel disc brakes, shaft disc brakes, or as shoe or block brakes acting on wheels, etc.

[0004] For example, German patent DE 10 2018 126 155 A1 discloses a suspension device for a magnetic track brake of a rail vehicle and a magnetic track brake connected to a rail vehicle by means of the suspension device. The suspension device comprises a threaded bolt, a connection device for attaching the magnetic track brake, and an adjusting nut. The magnetic track brake is spring-loaded and, via the suspension device or the connection device, which is adjustable in position, is height-adjustable and coupled to a chassis frame of the rail vehicle.

[0005] Furthermore, DE 100 09 331 A1 shows a linear eddy current brake of a rail vehicle which is connected to a chassis frame of the rail vehicle via a suspension device with actuators.

[0006] Other holding devices for friction-independent brakes acting on a track are known from US 2 782 873 A, GB 19238 A and EP 0 884 232 A2.

[0007] Furthermore, EP 0 665 154 A1 discloses a block brake of a rail vehicle which is laterally movable and connected to a chassis frame of the rail vehicle.

[0008] The aforementioned approaches, in their known forms, have the disadvantage that no adapter-like components are apparent which would allow for flexible equipping of rail vehicles with friction-independent or friction-dependent brakes.

[0009] Furthermore, EP 3 300 988 A1 is known, which describes a height-adjustable fastening device for a rail vehicle. However, this fastening device is not suitable for connecting a friction-independent brake to the rail vehicle.

[0010] The invention is therefore based on the objective of providing a multifunctional holding device that is further developed compared to the prior art.

[0011] According to the invention, this problem is solved by a holding device according to claim 1, wherein the holding device is detachably connectable to a chassis frame of a rail vehicle, a first wheelset guidance device of a rail vehicle, or a wheel guidance device of a rail vehicle, and comprises a mounting component and at least one further component consisting of an application component for connecting the holding device to the friction-independent brake, a drive component for transmitting the braking force from the friction-independent brake to the holding device, and a centering component for positioning the friction-independent brake relative to the holding device. Due to its detachable connection to rail vehicle components, the holding device can be easily disassembled and replaced, for example, by a brake unit of a friction-dependent brake or by another holding device, etc.The rail vehicle components to which the holding device can be connected can be used in a variety of ways. For example, these components can be used in bogies that must be equipped with magnetic track or eddy current brakes (e.g., due to high operating speeds and operational requirements related to train control systems). However, it is also conceivable to use these components in bogies with block brakes. The components can therefore be designed independently of any application-specific braking system and simply need to be configured in such a way that the holding device can be connected to them.

[0012] The holding device exhibits multifunctionality due to its mounting component, as well as its contact, engagement, and / or centering components. Contact, engagement, and / or centering devices for brake systems can be omitted on the rail vehicle components to which the holding device can be connected. This allows for a simplified design of these rail vehicle components or at least their partial standardization. Furthermore, the holding device fulfills a structural-mechanical function.

[0013] Further advantageous embodiments of the holding device according to the invention are set out in the dependent claims.

[0014] For example, it is advantageous if the holding device has a drive component as an additional component, with a stop made of a wear-resistant material connected to the drive component.

[0015] This measure protects the drive component from mechanical loads and stresses that could lead to wear and tear of the drive component.

[0016] In connection with the stop, it can be helpful if the stop is detachably connected to the drive component. This allows for easy and quick replacement of the stop (e.g., due to excessive wear or damage).

[0017] A preferred solution is obtained if the mounting component has at least a first mounting hole, a second mounting hole and a third mounting hole, which are arranged in an exactly or approximately L-shaped first drilling pattern.

[0018] This enables a stable three-point connection between the holding device and the chassis frame, the first wheelset guide device or the wheel guide device.

[0019] It is also advantageous if the holding device includes the drive component as an additional component, whereby the drive component is aligned parallel or approximately parallel to the mounting component.

[0020] It is also possible that the holding device includes a centering component as a further component, wherein the centering component is aligned at right angles or approximately at right angles to the mounting component.

[0021] It can also be helpful if the holding device includes the attachment component as an additional component, whereby the attachment component is aligned at right angles or approximately at right angles to the mounting component.

[0022] This allows the holding device to be connected to a rail vehicle, for example, in such a way that the carrying component is oriented vertically downwards and / or that the centering component and / or the attachment component are arranged horizontally away from the rail vehicle.

[0023] Advantageous strength properties of the holding device are achieved when the holding device includes the attachment component as a further component, wherein a curved transition area is arranged between the mounting component and the attachment component.

[0024] This reduces risks related to notch stresses.

[0025] A promising field of application for the holding device according to the invention is opened up with a chassis for a rail vehicle with at least one first holding device according to the invention, wherein the chassis has a chassis frame, at least one first wheelset or at least one pair of wheels, wherein the at least first wheelset is coupled to the chassis frame via at least one first wheelset guide device or the at least one pair of wheels is coupled to the chassis frame via at least one wheel guide device, wherein the at least first holding device is connected to the chassis frame at a mounting position of the chassis frame via a mounting component of the at least first holding device.at a mounting position of the at least first wheelset guide device with the at least first wheelset guide device or at a mounting position of the at least one wheel guide device with the at least one wheel guide device is detachably connected.

[0026] This allows, for example, a friction-dependent brake acting on the first wheelset or on the pair of wheels to be connected to the chassis frame, to the at least first wheelset guide device or to the at least one wheel guide device at the mounting position instead of the first holding device.

[0027] This measure results in a multifunctional bogie that is flexible with regard to its braking system and thus has a wide range of applications. For example, it is possible to equip the bogie with a magnetic track brake or an eddy current brake via the holding device instead of a block brake, without having to adapt, for example, the bogie frame, the first wheelset guide device, or the wheel guide device. During maintenance or repair work, it is possible to flexibly procure or keep on hand bogie frames, first wheelset guide devices, or wheel guide devices suitable for the bogie according to the invention, since these can be used, for example, for bogies according to the invention with block brakes as well as for bogies according to the invention with magnetic track brakes or eddy current brakes (e.g.,for a replacement of the chassis frames, the first wheelset guide devices or the wheel guide devices).

[0028] Easy assembly or disassembly of the first holding device on or from the chassis according to the invention is made possible if a first drilling pattern of the mounting component and a second drilling pattern of the mounting position are identical or approximately identical.

[0029] This allows the use of standardized fasteners (e.g., screws) for mounting or dismounting the first mounting device. Replacing the first mounting device (e.g., during maintenance, repair, or conversion work) requires minimal effort.

[0030] The invention will now be explained in more detail using exemplary embodiments.

[0031] They show, for example: Fig. 1: A schematic elevation of an exemplary first embodiment of a holding device according to the invention, Fig. 2: A schematic side view of an exemplary second embodiment of a holding device according to the invention, Fig. 3: A section of an exemplary first embodiment of a chassis of a rail vehicle according to the invention as a schematic elevation, wherein a magnetic track brake is connected to a chassis frame via a holding device according to the invention, Fig. 4:Fig. 5: An excerpt from an exemplary second embodiment of a chassis of a rail vehicle according to the invention as a schematic elevation, wherein a block brake is connected to a chassis frame instead of a holding device according to the invention, and Fig. 5: An excerpt from an exemplary third embodiment of a chassis of a rail vehicle according to the invention as a schematic elevation, wherein a mounting position is arranged on a first wheelset guide device, via which a holding device according to the invention or a friction-dependent brake can be connected to the first wheelset guide device.

[0032] Fig. 1 shows an elevation view of an exemplary first embodiment of a holding device according to the invention for a mounting on, for example, a Fig. 3 The depicted track 1 is a friction-independent brake 2 of a chassis of a rail vehicle, as exemplified in Fig. 3 It has been revealed that the friction-independent brake 2 is therefore a rail vehicle brake.

[0033] The holding device can be detachably connected to a chassis frame 3, or to a first wheelset guidance device 4 or to a wheel guidance device of the chassis.

[0034] The holding device can be connected to the rail vehicle via a mounting component 5 of the holding device.

[0035] The mounting component 5 therefore has a first mounting bore 6, a second mounting bore 7 and a third mounting bore 8, which are arranged in an L-shaped first drilling pattern 9 and via which the holding device can be screwed to the chassis frame 3, the first wheelset guide device 4 or the wheel guide device.

[0036] Furthermore, the holding device comprises a contact component 11 for releasably connecting the holding device to a brake actuator 12 of the friction-independent brake 2, a drive component 13 for transmitting the braking force from the friction-independent brake 2 to the holding device, and a centering component 14 for positioning a first brake magnet assembly 15 of the friction-independent brake 2 relative to the holding device. The centering component 14 is designed as a tab and is screwed to a hollow first centering cone 16. A second centering cone 17 of the friction-independent brake 2, designed as a solid part, can be inserted into the first centering cone 16 for positioning.

[0037] The assembly component 5, the positioning component 11, the drive component 13, and the centering component 14 are monolithic, i.e., formed as a single piece, and made of steel. However, according to the invention, it is also conceivable that the assembly component 5, the positioning component 11, the drive component 13, and the centering component 14 are connected to one another, for example, by force-fit or material-fit (e.g., by bolting or welding). Furthermore, it is possible, for example, to omit the drive component 13 as part of the holding device and instead design it, for example, as part of the chassis frame 3.

[0038] The drive component 13 is aligned parallel to the mounting component 5 and points vertically downwards like a pointer. The centering component 14 and the contact component 11 are aligned perpendicular to the mounting component 5 and horizontally, and are arranged projecting from the mounting component 5 in the same direction.

[0039] The drive component 13 is screwed to a C-profile-shaped stop 18 made of hard steel and thus of a wear-resistant material, i.e. detachably connected.

[0040] In Fig. 2 Figure 1 reveals a schematic side view of an exemplary second embodiment of a holding device according to the invention. This exemplary second embodiment corresponds to the exemplary first embodiment of a holding device according to the invention, which is shown in Figure 2. Fig. 1 as shown. Therefore, in Fig. 2 partially the same reference symbols as in Fig. 1 used.

[0041] In Fig. 2 It can be seen that a curved transition area 19 is arranged between a mounting component 5 and an attachment component 11 of the holding device.

[0042] According to the invention, it is also conceivable that the transition area 19 extends into the assembly component 5 and / or the attachment component 11.

[0043] Furthermore, in Fig. 2 It can be seen that the attachment component 11 and a centering component 14 of the holding device are aligned perpendicular to the mounting component 5 and horizontally and are arranged projecting from the mounting component 5 in the same direction.

[0044] In Fig. 3 Figure 1 shows a schematic section of an exemplary first embodiment of a chassis of a rail vehicle according to the invention.

[0045] The chassis comprises a chassis frame 3 as well as a first wheelset 20 and a in Fig. 3 The second wheelset, not shown, is attached. The first wheelset 20 is guided by a first wheelset guide device 4 and a second wheelset guide device 4, structurally identical to the first wheelset guide device 4, but in Fig. 3 The second wheelset guide device, not visible, is coupled to the chassis frame 3. The first wheelset guide device 4 has a Fig. 3 a non-visible wheelset bearing enclosed by a wheelset bearing housing 21, a swing arm 22 and a wheelset guide bushing 23.

[0046] The second wheelset is connected via two further wheelset guide devices, structurally identical to the first wheelset guide device 4, which are in Fig. 3 not shown, connected to the chassis frame 3.

[0047] A first primary spring 24 is arranged between the wheelset bearing housing 21 and the chassis frame 3. Three further primary springs are arranged between the second wheelset guide device and the other wheelset guide devices on the one hand, and the chassis frame 3 on the other. Fig. 3 not visible or in Fig. 3 Primary springs not shown are arranged.

[0048] The first wheelset 20 and the second wheelset are connected to the chassis frame 3 via an internal bearing. However, according to the invention, an external bearing for connecting the first wheelset 20 and the second wheelset to the chassis frame 3 is also conceivable.

[0049] Furthermore, according to the invention, it is possible that the chassis does not have a wheelset in the actual sense, but for example a loose wheelset or a pair of wheels with individual wheels which are connected to the chassis frame 3 via wheel guidance devices.

[0050] The chassis has a first holding device 25, as exemplified in Fig. 1 und Fig. 2 shown, as well as three further holding devices identical in design to the first holding device, 25 which are in Fig. 3 not visible or in Fig. 3 not shown. A friction-independent brake 2, designed as a magnetic track brake, i.e., a rail vehicle brake acting on a track 1, is connected to the chassis frame 3 via the first holding device 25 and the further holding devices. A first brake magnet arrangement 15 and a Fig. 3 A second, invisible brake magnet assembly is coupled.

[0051] The first retaining device 25 is attached to a mounting position 27 of a longitudinal member 28 of the chassis frame 3 via a mounting component 5 of the first retaining device 25 by means of a first screw 29, a second screw 30 and a third screw 31, which, analogous to the one in Fig. 1 The first L-shaped drilling pattern 9 of the assembly component 5, as shown, is arranged in an L-shape and is detachably connected to the chassis frame 3. The first drilling pattern 9 of the assembly component 5 and a second drilling pattern 10 of the assembly position 27, as shown by way of example in Fig. 5 The components shown for a wheelset guidance device are accordingly identical.

[0052] Instead of the first holding device 25 and the further holding devices, brake units acting on the first wheelset 20 and on the second wheelset can be connected to the chassis frame 3. Fig. 4 For example, a friction-dependent brake 32 designed as a block brake and connected to the chassis frame 3 via the mounting position 27 is shown.

[0053] A drive component 13 of the first holding device 25 is designed to transmit braking forces of the friction-independent brake 2 in the direction of a longitudinal track axis 33. During a Fig. 3 In the exemplary braking process using the friction-independent brake 2, a contact part 34, which is connected to the frame 26, contacts the drive component 13, whereby the braking forces are transmitted from the friction-independent brake 2 via the first holding device 25 into the chassis frame 3.

[0054] The first holding device 25 further comprises a centering component 14 for positioning the force-independent brake 2 relative to the first holding device 25. The centering component 14 is designed as a tab to which a hollow first centering cone 16 is screwed. For positioning, which occurs at the end of a lifting operation of the Fig. 3 When the friction-independent brake 2, shown lowered onto track 1, is applied, a second centering cone 17, designed as a solid part and connected to the frame 26, is inserted into the first centering cone 16.

[0055] The lifting operations of the friction-independent brake 2 are carried out by means of a brake actuator 12 of the friction-independent brake 2, which has a pneumatically actuated piston guided in a cylinder and is connected to the frame 26. The brake actuator 12 is screwed to an application component 11 of the first holding device 25, i.e., detachably connected.

[0056] The other holding devices are connected to the chassis frame 3 and to the friction-independent brake 2 according to the same connection principle and by means of identical components as described in connection with the first holding device 25. The transmission of the braking force from the friction-independent brake 2 and the positioning of the friction-independent brake 2 also take place according to the same principle and by means of identical components as described in connection with the first holding device 25.

[0057] The friction-independent brake 2 is, as mentioned, designed as a magnetic track brake. However, according to the invention, it is also possible that, instead of the magnetic track brake, for example a linear eddy current brake is used as the friction-independent brake 2.

[0058] Fig. 4 shows an excerpt from an exemplary second embodiment of a chassis of a rail vehicle according to the invention as an elevation view.

[0059] This exemplary second embodiment is similar to the exemplary first embodiment of a chassis according to the invention, which is described in Fig. 3 is shown. Therefore, in Fig. 4 partially the same reference symbols as in Fig. 3 used.

[0060] Unlike Fig. 3 shows Fig. 4 no first holding device 25 and no friction-independent brake 2, as exemplified in Fig. 3 are shown.

[0061] Instead of the first holding device 25, a friction-dependent brake 32 acting on a first wheelset 20 of the chassis is detachably connected to a chassis frame 3 of the chassis.

[0062] The friction-dependent brake 32 is designed as a block brake, comprising a block brake actuator 35, a linkage 36, and a brake block 37. The brake block 37 is connected to the block brake actuator 35 via the linkage 36 and is in an active braking state, braking the chassis, as described in Fig. 4 The block brake actuator 35 is designed as a pneumatic actuator and is mounted on a longitudinal member 28 of the chassis frame 3 via the exemplary first embodiment of a chassis according to the invention. Fig. 3 The friction-independent brake 2 is connected to the chassis frame 3 via the first mounting device 25. The block brake actuator 35 is screwed to the longitudinal member 28 at mounting position 27 using the same connection principle as for the first mounting device 25, via a first screw 29, a second screw 30 and a third screw 31, which are arranged in an L-shape.

[0063] Fig. 5 Disclosing an excerpt from an exemplary third embodiment of a chassis of a rail vehicle according to the invention as a cross-section.

[0064] This exemplary third embodiment is similar to the exemplary first embodiment of a chassis according to the invention, which is described in Fig. 3 is shown. Therefore, in Fig. 5 partially the same reference symbols as in Fig. 3 used.

[0065] Unlike Fig. 3 a first wheelset guidance device 4 of the chassis of Fig. 5 , via which a first wheelset 20 of the chassis is coupled to a chassis frame 3 of the chassis, a mounting position 27 is established, via which a first holding device 25 and a friction-independent brake 2, as exemplified in Fig. 3 shown, or a friction-dependent brake 32, as exemplified in Fig. 4 shown, can be connected to the first wheelset guide device 4.

[0066] For example, the first holding device 25 can be connected to the first wheelset guide device 4 via a first drilling pattern 9 of a mounting component 5 of the first holding device 25 and a second drilling pattern 10 of the mounting position 27, which is identical to the first drilling pattern 9. The friction-independent brake 2 (e.g., a magnetic track brake or a linear eddy current brake acting on a track 1, etc.) can in turn be detachably connected to the first holding device 25. Alternatively, it is possible that, for example, a block brake actuator 35 of the friction-dependent brake 32 is connected to the first wheelset guide device 4 via the second drilling pattern 10, whereby the friction-dependent brake 32 can act on the first wheelset 20.

[0067] According to the invention, it is also conceivable that the chassis, instead of the first wheelset guidance device 4 which guides the first wheelset 20, has a wheel guidance device which, for example, guides a pair of wheels of a loose wheelset. List of designations

[0068] 1 Track 2 Friction-independent brake 3 Chassis frame 4 First wheelset guide device 5 Mounting component 6 First mounting hole 7 Second mounting hole 8 Third mounting hole 9 First drilling pattern 10 Second drilling pattern 11 Contact component 12 Brake actuator 13 Drive component 14 Centering component 15 First brake magnet assembly 16 First centering cone 17 Second centering cone 18 Stop 19 Transition area 20 First wheelset 21 Wheelset bearing housing 22 Swing arm 23 Wheelset guide bushing 24 First primary spring 25 First holding device 26 Frame 27 Mounting position 28 Longitudinal beam 29 First screw 30 Second screw 31 Third screw 32 Friction-dependent brake 33 Longitudinal track axis 34 Contact part 35 Block brake actuator 36 Linkage 37 Brake pad 38 Wheel

Claims

1. Holding device for an adhesion independent brake (2) which acts on a track (1), wherein the holding device can be connected to a chassis frame (3) of a rail vehicle, a first wheelset guidance device (4) of a rail vehicle or a wheel guidance device of a rail vehicle in a detachable manner, and has an assembly component (5) as well as an attachment component (11) for connecting the holding device to the adhesion independent brake (2) and a drive component (13) for transferring the brake force from the adhesion independent brake (2) to the holding device, characterised in that the holding device has a centring component (14) for positioning the adhesion independent brake (2) with respect to the holding device.

2. Holding device according to claim 1, characterised in that the mounting component (5), the attachment component (11), the drive component (13) and the centring component (14) are embodied as one piece.

3. Holding device according to claim 1, characterised in that the mounting component (5), the attachment component (11), the drive component (13) and the centring component (14) are connected to one another.

4. Holding device according to one of claims 1 to 3, characterised in that a stop (18) made from a wear-resistant material is connected to the drive component (13).

5. Holding device according to claim 4, characterised in that the stop (18) is connected to the drive component (13) in a detachable manner.

6. Holding device according to one of claims 1 to 5, characterised in that the drive component (13) is embodied to transfer the brake forces in the direction of a longitudinal axis of the track (33).

7. Holding device according to one of claims 1 to 6, characterised in that the mounting component (5) has at least one first mounting bore (6), a second mounting bore (7) and a third mounting bore (8), which are arranged in a precisely L-shaped first bore image (9).

8. Holding device according to one of claims 1 to 7, characterised in that the drive component (13) is aligned parallel to the mounting component (5).

9. Holding device according to one of claims 1 to 8, characterised in that the centring component (14) is aligned at a right angle to the mounting component (5).

10. Holding device according to one of claims 1 to 9, characterised in that the attachment component (11) is aligned at a right angle to the mounting component (5).

11. Holding device according to one of claims 1 to 10, characterised in that a curved transition region (19) is arranged between the mounting component (5) and the attachment component (11).

12. Chassis for a rail vehicle with at least one first holding device (25) according to one of claims 1 to 11, with a chassis frame (3) and with at least one first wheelset (20) or with at least one pair of wheels, wherein the at least first wheelset (20) is coupled to the chassis frame (3) by way of at least one first wheelset guidance device (4) or the at least one pair of wheels is coupled to the chassis frame (3) by way of at least one wheel guidance device, characterised in that the at least first holding device (25) is detachably connected to the chassis frame (3) by way of the mounting component (5) of the at least first holding device (25) at a mounting position (27) of the chassis frame (3), to the at least first wheelset guidance device (4) at an assembly position (27) of the at least first wheelset guidance device (4) or to the at least one wheel guidance device at a mounting position (27) of the at least one wheel guidance device.

13. Chassis according to claim 12, characterised in that a first bore image (9) of the mounting component (5) and a second bore image (10) of the mounting position (27) are designed to be congruent.

14. Chassis according to claim 12 or 13, characterised in that a longitudinal carrier (28) of the chassis frame (3) has the mounting position (27).