Holding device for an electromagnetic rail brake of a rail vehicle, and method for operating a holding device

Abstract

The present invention relates to a holding device (140) for an electromagnetic rail brake of a rail vehicle (105). The holding device (140) comprises a holding element (200) comprising a spring (205) in order to support the holding device (140) on a chassis (110) of the rail vehicle (105). The holding device (140) further comprises a movable control bolt (150) which is connected to the holding element (200) and which can be coupled to the electromagnetic rail brake (130). Finally, the holding device (140) comprises a hydraulic unit (210) which is connected to the holding element (200) and to the control bolt (150), wherein the hydraulic unit (210) is designed to move, in response to a hydraulic fluid (225) flowing into the hydraulic unit (210) or to a hydraulic fluid (225) flowing out of the hydraulic unit (210), the control bolt (150) between a rest position, in which the electromagnetic brake (130) is inactive during operation of the rail vehicle (105), and an active position, in which the electromagnetic rail brake (130) is active during operation of the rail vehicle (105).

Description

[0001] DESCRIPTION

[0002] Holding device for a magnetic rail brake of a rail vehicle and method for operating a holding device

[0003] The present invention relates to a holding device for a magnetic rail brake of a rail vehicle and a method for operating a holding device according to the main claims.

[0004] Trams are usually equipped exclusively with magnetic track brakes with low-level mechanical suspension (8 mm to approximately 12 mm above the top of the rail). These brakes are designed for operation at speeds below 80 km / h on typical inner-city networks and are very simple in design.

[0005] Mainline vehicles, on the other hand, are exclusively equipped with high-mounted magnetic track brakes (40 to approximately 110 mm above the top of the rail). These brakes can be used at speeds up to 280 km / h; the suspension is primarily designed as a single-stage pneumatic or two-stage pneumatic / mechanical system. Tram-train trains (e.g., streetcars) typically run a large portion of their route purely within cities as trams, but can also travel longer distances on mainline tracks to their terminal stations in the surrounding area. This poses significant challenges for the suspension due to the widely varying requirements. Magnetic track brakes for trams should therefore be designed to comply with standards for both urban and rural use and to fulfill their emergency brake function.

[0006] Against this background, the object of the present invention is to provide a possibility for improving the suspension of a magnetic rail brake for a rail vehicle.

[0007] This problem is solved by the subject matter of the newly submitted main claims.The present invention provides a holding device for a magnetic rail brake of a rail vehicle, wherein the holding device has the following features: a holding element with a spring for supporting the holding device on a chassis of the rail vehicle, a movable adjusting bolt connected to the holding element, which can be coupled to the magnetic rail brake; and a hydraulic unit connected to the holding element and the adjusting bolt, wherein the hydraulic unit is designed to move the adjusting bolt between a rest position, in which the magnetic rail brake is inactive during operation of the rail vehicle, and an active position, in which the magnetic rail brake is active during operation of the rail vehicle, in response to a hydraulic fluid flowing into the hydraulic unit or to a hydraulic fluid flowing out of the hydraulic unit.

[0008] A spring, for example, can be understood as a mechanical spring, which can be designed in a wide variety of forms. A rail vehicle, in this case, can specifically be a wagon or locomotive that can be equipped with a corresponding magnetic rail brake. An adjusting bolt can be understood as a rod or a mechanical connecting element for attaching and thus holding the magnetic rail brake to this adjusting bolt. A hydraulic unit can be understood as a hydraulic cylinder, for example, which changes its length or the position of the adjusting bolt relative to a rail when hydraulic fluid is introduced.A rest position can be understood as a position of the adjusting bolt in which it positions the magnetic track brake at a great distance above the rails when the magnetic track brake is inactive, whereas in an active position the adjusting bolt brings the magnetic track brake into a position in which it is positioned at a small distance above the rails when the magnetic track brake is active, i.e. during braking. The approach presented here is based on the finding that the use of the hydraulic unit can enable very fast and powerful movement of the magnetic track brake. This is particularly important if the magnetic track brake is also to be used for emergency braking of the rail vehicle, since in this case a rapid response to an emergency situation is required and thus the magnetic track brake must also be moved quickly from the rest position to the active position.The use of a hydraulic unit, as opposed to the previous use of a pneumatic unit, enables a high level of power transmission, since only a non-compressible liquid can be used as the transmission medium, thus enabling power transmission to be carried out very efficiently.

[0009] A particularly advantageous embodiment of the approach presented here is one in which the spring of the retaining element is designed as a coil spring. This design offers the advantage of being able to use a very compact component that requires little installation space to implement the spring. At the same time, the use of a coil spring provides a good and broad support option on the chassis of the rail vehicle.

[0010] According to a further embodiment of the approach presented here, the hydraulic unit can be arranged inside the spiral fields. Such an embodiment of the approach proposed here offers the advantage of being able to utilize the installation space inside the hospital spring for the hydraulic unit, so that a holding device designed in this way has very low installation space requirements.

[0011] According to an additional embodiment of the approach proposed here, an annular buffer element can also be provided which is arranged around the adjusting bolt, wherein the annular buffer element can be arranged such that a part of the chassis is clamped or can be clamped between the annular buffer element and the spring. Such an embodiment of the approach proposed here offers the advantage of being able to clamp a part of the chassis between the annular buffer element and the spring through the use of the annular buffer element and thereby, for example, being able to movably fasten the holding device or the holding elements to the chassis. In this way, a secure fastening of the magnetic track brake can be ensured even in the event of vibrations and against lateral movements, such as during lowering or raising or due to the effect of airflow when the rail vehicle is moving or when the rail vehicle is braking.

[0012] Another advantageous embodiment of the approach presented here is one in which a support spring is provided, which is designed to exert a force on the adjusting bolt such that the adjusting bolt is pressed from the rest position into the active position, in particular wherein the support spring is arranged at an end of the adjusting bolt opposite the hydraulic unit. Such an embodiment of the approach presented here offers the advantage of reliable and fast actuation of the magnetic rail brake, so that, for example, the effect of obstructions caused by environmental influences during lowering of the magnetic rail brake can be compensated as far as possible.

[0013] Furthermore, according to a further embodiment of the approach proposed here, the adjusting bolt can be formed into several sub-elements that are mounted or can be mounted so that they are movable and / or bendable relative to one another. Such an embodiment offers the advantage of allowing additional flexibility in the design of the holding device, so that, for example, a secure and possibly rigid attachment of the holding unit to the chassis can be realized, while enabling flexible mounting of the magnetic rail brake both in the rest position and in the active position.

[0014] Particularly advantageous is an embodiment of the approach proposed here in which the hydraulic unit is axially movable and a second sub-element, which is pivotably connected to the first sub-element, can be coupled to the magnetic rail brake. Such an embodiment offers the advantage of secure guidance of the first sub-element of the adjusting bolt, so that rapid and precise movement of the magnetic rail brake into a desired position can be ensured. Also advantageous is an embodiment of the approach proposed here as a magnetic rail brake unit with a variant of a holding device presented here and a magnetic rail brake attached to the adjusting bolt. Even with such an embodiment, the aforementioned advantages can be realized quickly and efficiently.

[0015] According to another embodiment of the approach proposed here, a rail vehicle with a chassis and a variant of a magnetic rail brake unit presented here is also presented, wherein the adjusting bolt is guided through an opening in a part of the chassis of the rail vehicle and / or the magnetic rail brake is arranged on a side of a part of the chassis opposite the hydraulic unit, to which the holding device is attached. Such an embodiment offers the advantage of a movable and thus flexible attachment of the magnetic rail brake to the chassis, while simultaneously ensuring that a reliable and rapid movement of the magnetic rail brake to a desired position is possible.

[0016] An embodiment of the approach proposed here is also conceivable as a method for operating a variant of a holding device presented here, wherein the method comprises the following step:

[0017] Introducing hydraulic fluid into the hydraulic unit and / or discharging hydraulic fluid from the hydraulic unit to move the magnetic rail brake between the rest position and the active position.

[0018] Even with such an embodiment of the approach proposed here, the above-mentioned advantages can be realized quickly and efficiently.

[0019] This method can be implemented, for example, in software or hardware, or in a hybrid form of software and hardware, for example, in a control unit. The approach presented here further creates a control unit configured to perform, control, or implement the steps of a variant of a method presented here in corresponding devices. This embodiment of the invention in the form of a control unit also allows the problem underlying the invention to be solved quickly and efficiently.

[0020] For this purpose, the control unit can have at least one computing unit for processing signals or data, at least one memory unit for storing signals or data, at least one interface to a sensor or an actuator for reading sensor signals from the sensor or for outputting control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The computing unit can be, for example, a signal processor, a microcontroller, or the like, wherein the memory unit can be a flash memory, an EEPROM, or a magnetic storage unit.The communication interface can be designed to read in or output data wirelessly and / or wired, wherein a communication interface that can read in or output wired data can read this data, for example, electrically or optically from a corresponding data transmission line or output it to a corresponding data transmission line.

[0021] In this context, a control unit can be understood as an electrical device that processes sensor signals and outputs control and / or data signals depending on them. The control unit can have an interface that can be implemented in hardware and / or software. In a hardware implementation, the interfaces can, for example, be part of a so-called system ASIC, which contains a wide variety of functions of the control unit. However, it is also possible for the interfaces to be separate integrated circuits or to consist at least partially of discrete components. In a software implementation, the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules.Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out, implement and / or control the steps of the method according to one of the embodiments described above, in particular when the program product or program is executed on a computer or a device.

[0022] Embodiments of the invention presented here are explained in detail with reference to the drawings described in more detail below. They show:

[0023] Fig. 1 is a schematic representation of a bogie of a rail vehicle;

[0024] Fig. 2 is a schematic cross-sectional view through an embodiment of a holding device;

[0025] Fig. 3 is a schematic cross-sectional view through an embodiment of a holding device;

[0026] Fig. 4 is a schematic cross-sectional view through a further embodiment of a holding device;

[0027] Fig. 5 is a flowchart of an embodiment of a method for operating a holding device; and

[0028] Fig. 6A to 6C are schematic cross-sectional views through a further embodiment of a holding device.

[0029] In the following figures, identical elements with similar effects are provided with identical or similar reference symbols, whereby a repeated description is omitted.

[0030] Figure 1 shows a schematic representation of a bogie 100 of a rail vehicle 105. In this case, the rail vehicle 105 can be a wagon, for example. However, it is also conceivable for the rail vehicle 105 to be designed as a locomotive. The bogie 100 comprises a chassis 110, at the two ends of which an axle box 115 is arranged, each of which accommodates a wheelset unit 120. The wheelset units 120 are designed, for example, to move the rail vehicle 105 by means of wheels on rails 125.

[0031] To perform braking, a magnetic rail brake 130 is often used, which, as explained above, is lowered from different heights toward the rail 125 and, for example, is pressed directly onto the rail 125 or generates eddy currents, thereby producing a braking force acting on the rail vehicle. This can be achieved, for example, by causing a current to flow through the magnetic rail brake 130, causing the magnetic rail brake 130 to magnetically interact with the rails 125, which are usually made of steel and are therefore ferromagnetic, so that the magnetic rail brake 130 is pressed onto or at least toward the rails 125. Figure 1 does not explicitly show an electrical connection for the magnetic rail brake 130, as this is not the focus of the present invention and would impair the clarity of the illustration in Figure 1.

[0032] In order to be able to move the magnetic rail brake 130 into a position close to the rail 125 as quickly as possible, for example for an emergency braking, a variant of a holding device 140 presented here is used, which represents, for example, a two-stage hydraulic and mechanical actuator. The magnetic rail brake 130 is connected to an adjusting bolt 150 of the holding device 140 via a holding arm 145 and, according to the embodiment shown in Figure 1, can be positioned at different heights, for example, from 6 millimeters to 40 millimeters above the rail 125. The individual endpoints of this movement path can correspond to the active position (for example, 6 millimeters above the rail 125) or the rest position (for example, 40 millimeters above the rail 120).In order to ensure safe guidance of the magnetic rail brake 130 within the movement path, lateral guide elements 155 can be provided, which prevent lateral or horizontal movement of the magnetic rail brake 130 as far as possible, so that only a vertical movement of the magnetic rail brake 130 in the direction of the rail 124 or away from the rail 125 is stabilized by the holding device 140. Figure 2 shows a schematic cross-sectional view through an embodiment of a holding device 140. The holding device comprises a holding element 200, which has a spring 205. The spring 205 is designed as a spiral spring and is supported on the one hand on an upper side of the bogie 100 or the chassis 110 and on the other hand on a head piece 207 of the holding unit 200.Furthermore, the holding device 140 comprises a hydraulic unit 210, which in the embodiment shown in Figure 2 is located inside the coil spring 205. In this way, very little installation space is required for the provision of the hydraulic unit 210. The hydraulic unit 210 can, for example, act as a hydraulic cylinder and, together with the adjusting bolt 150, thereby effecting a vertical movement of the magnetic rail brake 130. The hydraulic unit 110 thus enables the adjusting bolt 150 to be moved in a vertical direction of movement 220, depending on whether a hydraulic fluid 225 with a pressure phydr. is introduced into or led out of the hydraulic unit 210 at a connection 230 arranged in the head piece 207.At a lower end of the adjusting bolt 150, the holding arm 145 is fastened, for example via a nut or a locking device 235, to which the magnetic rail brake 130 is fixed, as is shown only schematically in Figure 2.

[0033] In order to enable a certain lateral or horizontal mobility of the holding arm 145 or the magnetic track brake 130, for example to absorb braking forces while avoiding high material stress, the axis of the adjusting bolt 150 can be designed to be laterally deflectable. For this purpose, a conical opening 240 can be provided, for example, in the bogie 100 or in the chassis 110, the upper end of which, facing the spring 205, has a smaller opening cross-section than an opening cross-section of the opening 240 facing away from the spring 205. If, for example, an annular buffer 245 is used, which is held from below by a flange 250 attached to the adjusting bolt 150, this annular buffer 245 can be pressed or tensioned into the opening 240 or held there by the action of the spring 205.The annular buffer 245 can be made, for example, of an elastic material such as rubber, caoutchouc, or the like, and be designed so as not to be crushed when subjected to greater forces, or rather to be able to absorb these forces. If the holding arm 145 is deflected horizontally or, in Figure 2, laterally, these deflection forces can be absorbed by a lateral swing of the adjusting bolt 150, whereby the annular buffer 245 is compressed slightly more on one side of the opening 240 than on the other. At the same time, however, the elastic material of the annular buffer 245 can also ensure that the adjusting bolt 150 springs back to its original orientation.

[0034] Figure 3 shows a schematic cross-sectional view through an embodiment of the holding device 140, as already shown in Figure 2. From the illustration according to Figure 3, it can now be seen that the holding device can execute a corresponding pendulum movement due to the flexible mounting by means of the annular buffer 245. For this purpose, the hydraulic unit 210 is also firmly connected to the adjusting bolt 150, but is flexibly or movably mounted relative to the head piece 207, so that when hydraulic fluid is introduced, the hydraulic unit 210 can carry the adjusting bolt 150 along with the annular buffer 345 downwards. In this case, the head piece 207 of the holding unit 200 is forced downward by the spring 205.

[0035] Figure 4 shows an alternative embodiment of the holding device 140. Compared to the embodiment of the holding device shown in Figures 2 and 3, no ring buffer 245 is provided, but the hydraulic unit 210 is rigidly connected to the head piece 207 of the holding unit 200. In order to still enable lateral or horizontal movement of the magnetic track brake 130, the adjusting bolt 150 is now designed in two sub-elements. An upper, first sub-element 400 is rigidly connected to the hydraulic unit 210. A second sub-element 410 of the adjusting bolt 150 is mounted so as to be laterally pivotable via a joint 415. If, when hydraulic fluid is introduced into the hydraulic unit 210, the first sub-element 400 is pressed downwards, i.e., in the direction of the rail, the second sub-element 110 is also pressed downwards in the direction of the rail.However, a lateral movement is enabled by a movement of the second sub-element 110 in the joint 415. The use of the hydraulic unit 210 now offers the great advantage of moving the magnetic track brake 130 at high speed and thus with a short reaction time. This is due to the fact that the use of a hydraulic solution for raising or lowering the magnetic track brake 130 can be achieved with a greater force than the use of a pneumatic solution, since power transmission via a fluid is more efficient because a fluid cannot be compressed and thus compression losses can be avoided. At the same time, a hydraulic system is usually already available in modern rail vehicles, so the approach presented here requires only minor design adaptation to the conditions existing in the rail vehicle.

[0036] In summary, it should be noted that magnetic track brakes are currently typically used worldwide as emergency brakes in trams / streetcars, in mainline railways such as regional or intercity trains, and increasingly also in so-called train-to-train applications. They usually consist of at least one magnet and a suspension as an interface to the vehicle. Typical requirements (which are not exhaustive) for the track brake must be considered, such as: low weight; small space requirement in the chassis / bogie; rapid build-up of braking force due to the very rapid lowering of the magnets to the rail.

[0037] Compatibility with the boundary conditions given by the vehicle environment (existing media for control or power generation, electromagnetic compatibility with surrounding vehicle components)

[0038] Compatibility with the surrounding rail infrastructure (electromagnetic compatibility with existing track detection systems and clearance profiles

[0039] It is particularly important to note that, due to the weight and space advantages and the short lowering time upon brake activation, the use of mechanical low-level suspensions is also possible on standard railway tracks, but the following aspects must be taken into account: Adapted rail infrastructure, such as compatible track detection technology Modified suspension, which ensures a larger air gap between the deactivated magnet and the rail. Suspension heights of up to approximately 20 mm are now technically possible in two-stage mechanical / mechanical combinations Mechanical adjustment of wear using an adjusting bolt Modified rail brake magnets. Here, mechanical attachments to the magnet, such as magnetic field deflectors, are used.

[0040] The following technical disadvantages are intended to remedy individual variants of the invention presented here:

[0041] The current state of the art (primarily used in tram-train vehicles) limits the application area of ​​such a vehicle to explicitly approved track sections. This, in turn, leads to considerable additional effort and costs in vehicle approval and is therefore to be avoided by operators at all costs. While it improves the compatibility of a low-mounted rail brake with the rail infrastructure, it does not provide sufficient safety margin against incompatibility. This does not prevent additional track-section-specific approvals for the vehicle.

[0042] Furthermore, it should be taken into account that the use of a pneumatic high suspension is also possible in tram-train vehicles.

[0043] However, the following disadvantages should be mentioned in this case:

[0044] Need for compressed air in the bogie for the ventilation and venting of the pneumatic cylinders

[0045] Availability of the installation space that would be necessary for the connection of pneumatic cylinders

[0046] High weight of the pneumatic suspension including its control (compressed air supply)

[0047] Low lowering speed and thus long response time of the rail brake not acceptable for inner-city operation with very short emergency braking distances The safe condition for high suspension today is always the high position

[0048] The use of a 2-stage pneumatic / mechanical suspension is also possible for tram-train vehicles, although the following disadvantages apply: The need for compressed air in the bogie for the ventilation and venting of the pneumatic ring bellows in a hydraulically braked vehicle. The availability of the installation space that would be necessary for the connection of pneumatic ring bellows.

[0049] High weight of the pneumatic suspension including its control (compressed air supply)

[0050] Low lowering speed of the pneumatic ring bellows and thus long response time of the rail brake disadvantageous for inner-city operation with very short emergency braking distances

[0051] Tram-train vehicles can be designed with either pneumatic or hydraulic brakes. However, due to space constraints and the high power density, the compact hydraulic brake system presented here offers significant advantages.

[0052] The approach presented here concerns a novel suspension for a magnetic track brake, specifically, but not exclusively, for use in tram-train vehicles. The challenge to be solved is to create a suspension that functions smoothly and meets the requirements for both urban and rural applications.

[0053] The task of the approach presented here, which needs to be solved, can be seen, among other things, in the creation of a compact, lightweight and fast-responding suspension for rail brakes for rail vehicles that meets the requirements of both urban and extra-urban operation.

[0054] A special aspect of the hydraulic high / low suspension approach presented here, which is made possible according to the approach presented here, is the creation of a mechanically adjustable adjusting bolt which, when the magnetic rail brake is inactive, is held in the high position by additional application of hydraulic pressure.

[0055] This takes advantage of the fact that hydraulic pressure in vehicles is always many times higher than pneumatic pressure. This also makes it possible to minimize the required installation space when using the hydraulic unit. A key advantage over a pneumatic cylinder is that the hydraulic cylinder can be placed inside the spring as an additional actuator, thus avoiding any increase in the required width of the suspension.

[0056] The external, pre-tensioned compression spring, for example, serves to hold the magnet in the working position and is limited by the ring buffer. The working position is the position from which the electromagnet can attract itself to the rail when voltage is applied and an electromagnetic field is generated. An additional elevation of the magnet is achieved by holding the internal adjusting bolt in the upper (rest) position by applying hydraulic pressure. The working position is thus only reached when no hydraulic pressure is present. This also ensures that the magnetic rail brake is still ready for use if the hydraulic pressure fails.

[0057] Figure 5 shows a schematic flow diagram of an embodiment of a method 500 for operating a variant of a holding device presented here. The method 500 comprises a step 510 of introducing a hydraulic fluid into the hydraulic unit and / or discharging the hydraulic fluid from the hydraulic unit in order to move the magnetic rail brake between the rest position and the active position.

[0058] Figures 6A to 6C show schematic cross-sectional views through part of a further embodiment of the present invention. In addition to the components of the holding device 140, as shown in Figure 2, a support unit 600, for example in the form of a spring, is now provided, which is installed between the flange 250 and a support element 610 or the fastening element 235 for fastening the magnetic rail brake 130. The support element 610 can be arranged in a region of the adjusting bolt 150 facing away from the hydraulic unit 210 or in a region between the fastening element 235 and the flange 250.

[0059] Figure 6A shows a state of the holding device 140 in which the adjusting bolt 150 is positioned at a lower end in the hydraulic unit 210, but the adjusting bolt 150 has not yet reached the active position in which the magnetic rail brake 130 is pressed onto the rail 125.

[0060] Figure 6B now shows a further state of the holding device 140. Here, a further force is exerted on the adjusting bolt 150 by the support unit 600, so that the ring buffer element 245 is now also deflected downwards, so that the magnetic rail brake 130 is now pressed into the active position on the rail 125 and can be operated in this state, for example, in a braking operation.

[0061] Figure 6C, on the other hand, shows a state in which the holding device 140 is in a retracted state and the magnetic rail brake has been moved to the rest position. In this state, the adjusting bolt 150 has been moved to an upper position by the hydraulic unit 210, so that the spring as the support unit 600 is now preloaded and the magnetic rail brake 130 is in a position where it is at its greatest distance from the rail 125.

[0062] It is also conceivable that the support unit 600 is not attached to a lower region of the adjusting bolt 150, as shown in Figures 6A to 6C. The support unit 600 can also be arranged, for example, as a spring internal to the hydraulic cylinder of the hydraulic unit 210; however, it should be arranged in or on the holding device 140 in such a way that it is designed to exert a force on the adjusting bolt 150 such that the adjusting bolt 150 is pressed from the rest position into the active position. It is also conceivable that the support unit 600 is designed in the form of an additional hydraulic unit that enables acceleration when lowering the magnetic rail brake 130, so that a faster braking effect can be achieved.

[0063] Reaching the working position of the magnetic rail brake 130 can thus be additionally assisted, for example, by an internal support spring as support unit 600 in the hydraulic cylinder, or by an external spring as support unit 600 (for example, below the ring buffer unit) or by a hydraulic unit. An additional force (from a spring or hydraulics) increases the lowering speed from the upper position (i.e., the rest position) to the working position. This does not, for example, influence the external preloaded compression spring (here, spring 205), which holds the magnetic rail brake in the working position.

[0064] In a special embodiment, the support unit 600 can be provided as an external spring below the ring buffer unit, as shown in Figures 6A to 6C. In the rest position, the hydraulic piston or adjusting bolt 150 is pushed upwards by the hydraulic fluid, as shown in Figure 6C for the state of positioning of the magnetic track brake 130 in the rest position. The compression spring as the support unit 600 below the buffer unit or ring buffer 245 is compressed in the process. If the piston or adjusting bolt 150 is no longer acted upon by hydraulic pressure from the hydraulic unit 210, the piston or adjusting bolt 150 is fully extended by its own weight and the force of the support unit 600, here the spring, as shown in Figure 6A or in a subsequent step in Figure 6B. As a result, the magnetic track brake 130 reaches the working position very quickly.To reach the braking position, i.e., the working position, the external spring acts as a support unit 600, which is compressed by the magnetic force. The piston or adjusting bolt 150 remains unchanged in the fully extended position, as shown in Figure 6A. The extension movement of the piston or adjusting bolt 150 can, as shown, be generated by a support unit 600, which can be, for example, a spring arranged below the buffer unit or the ring buffer 245, a spring above the piston, or a hydraulic force.

[0065] LIST OF REFERENCE SYMBOLS

[0066] 100 bogies

[0067] 105 rail vehicles

[0068] 110 chassis

[0069] 115 axle box

[0070] 120 wheelset

[0071] 125 rail

[0072] 130 Magnetic track brake

[0073] 140 holding device

[0074] 145 Holding arm

[0075] 150 adjusting bolts

[0076] 155 guide elements

[0077] 200 holding element

[0078] 205 spring

[0079] 207 headpiece

[0080] 210 hydraulic unit

[0081] 220 vertical movement direction

[0082] 225 Hydraulic fluid

[0083] 230 hydraulic connection

[0084] 235 Nut, fastening element

[0085] 240 opening

[0086] 245 Ring buffer element

[0087] 250 flange

[0088] 300 Swivel direction

[0089] 400 first sub-element of the adjusting bolt

[0090] 410 second part of the adjusting bolt

[0091] 415 joint

[0092] 500 control methods

[0093] 510 Step of initiation 600 Support unit

[0094] 610 support element

Claims

PATENT CLAIMS 1. Holding device (140) for a magnetic track brake of a rail vehicle (105), wherein the holding device (140) has the following features: a holding element (200) with a spring (205) to support the holding device (140) on a chassis (110) of the rail vehicle (105), a movable adjusting bolt (150) connected to the holding element (200) which can be coupled to the magnetic track brake (130);and a hydraulic unit (210) connected to the retaining element (200) and the actuating bolt (150), wherein the hydraulic unit (210) is configured to move the actuating bolt (150) between a rest position, in which the magnetic track brake (130) is inactive when the rail vehicle (105) is in operation, and an active position, in which the magnetic track brake (130) is active when the rail vehicle (105) is in operation, in response to hydraulic fluid (225) flowing into or out of the hydraulic unit (210).

2. Holding device (140) according to claim 1, characterized in that the spring (205) of the holding element (200) is designed as a coil spring.

3. Holding device (140) according to claim 2 characterized in that the hydraulic unit (200) is arranged in an interior of the spiral fields (205).

4. Holding device (140) according to one of the preceding claims, characterized by a ring buffer element (245) arranged around the adjusting bolt (150), wherein the ring buffer element (245) is arranged such that a part of the chassis (110) is clamped or can be clamped between the ring buffer element (245) and the spring (205).

5. Holding device (140) according to one of the preceding claims, with a support unit (600) configured to exert a force on the adjusting bolt (150) such that the adjusting bolt (150) moves from the rest position into the active position is pressed, in particular wherein the support unit (600) is arranged at one end of the adjusting bolt (150) opposite the hydraulic unit (210) and / or a support element (610) for fastening the support unit (600).

6. Holding device (140) according to one of the preceding claims, characterized in that the adjusting bolt (150) is formed in several sub-elements (400, 410) which are movably and / or hingeably mounted or mountable relative to each other.

7. Holding device (140) according to claim 6, wherein a first partial element (400) of the adjusting bolt (150) is axially movable by the hydraulic unit (210) and a second partial element (410) which is articulated to the first partial element (400) is coupling to the magnetic track brake (130).

8. Magnetic track brake unit (130, 140) with a holding device (140) according to one of claims 1 to 7 and a magnetic track brake (130) attached to the adjusting bolt (150).

9. Rail vehicle (105) with a chassis (110) and a magnetic track brake unit (130, 140) according to claim 7, wherein the adjusting bolt (150) is guided through an opening (240) of a part of the chassis (110) of the rail vehicle (105) and / or the magnetic track brake (130) is arranged on a side opposite the hydraulic unit (210) of a part of the chassis (110) to which the retaining device (140) is attached.

10. Method (500) for operating a holding device (140) according to any one of claims 1 to 7, wherein the method (500) comprises the following step: - Introducing (510) a hydraulic fluid (225) into the hydraulic unit (210) and / or diverting the hydraulic fluid (225) out of the hydraulic unit (210) to move the magnetic track brake (130) between the rest position and the active position. A computer program product comprising program code for controlling and / or executing step (510) of the method (5100) according to claim 10 when the computer program is executed on a computer unit. A control unit configured to perform, control, or implement the steps of the method according to claim 10 in a corresponding device.

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