Brake caliper unit with wear detection system and method for measuring the wear of brake linings and brake disc of a disc brake caliper unit

Abstract

Brake caliper unit with wear detection system and method for measuring brake lining and brake disc wear of a disc brake caliper unit. A disc brake caliper unit (1, 1'), particularly for railway vehicles, comprises two caliper levers (2, 3), a brake cylinder (8), a self-adjusting module (9), brake linings (4, 5), and a wear detection system (11, 11', 11'') having at least one detection element and an analysis unit (12). The wear detection system (11, 11', 11'') is articulated parallel to the self-adjusting module (9) or the brake cylinder (8) between the two caliper levers (2, 3). Figure for the abstract: Fig. 2

Description

Title of the invention: Brake caliper unit with wear detection system and method for measuring the wear of brake linings and brake disc of a caliper unit of a disc brake

[0001] The invention relates to a unit for a disc brake caliper, particularly for railway vehicles, comprising two caliper levers, a brake cylinder, an adjustment module, brake linings, and a wear detection system having at least one detection element and an analysis unit. The invention also relates to a method for measuring the wear of brake linings and a brake disc of a disc brake caliper unit.

[0002] Brake caliper units of this kind are very widespread in the railway industry, because of their braking power, especially for locomotives, trams and multi-unit trains.

[0003] During everyday braking operation, brake linings and the brake disc wear down. For safety reasons, the condition of the brakes must be checked regularly. The current inspection procedure relies on visual inspection of brake linings and brake discs by service personnel. This is costly and requires well-trained maintenance personnel.

[0004] An automatic disc brake wear detection system is known, for example, from document WO 2018 / 178018 AL. According to this document, a non-contact actuation sensor is used on or in the brake pad carrier or on or in a brake caliper lever connected to the brake pad carrier. The sensor measures the distance to a lateral surface of the brake disc in order to calculate brake pad wear. However, such an arrangement is considered a drawback because it is too prone to failure and therefore requires too much protection for robust operation.

[0005] Furthermore, only the wear of a brake lining is noted and it is not possible to determine wear of the disc.

[0006] The invention relates to an improved brake caliper unit, having an automatic measurement of brake lining and brake disc wear, while reducing maintenance costs and time.

[0007] The invention also relates to an improved method for measuring the wear of brake linings and a brake disc of a caliper unit of a disc brake characterized in that the wear detection system is, in parallel with the adjustment module and / or the brake cylinder, articulated between the two levers of the caliper to them in coupling axes.

[0008] This is achieved by means of a caliper unit of a disc brake, in particular for railway vehicles, comprising two caliper levers, a brake cylinder, a compensating module, brake linings and a wear detection system having at least one detection element, and an analysis unit, characterized in that the wear detection system is, in parallel with the compensating module and / or the brake cylinder, articulated between the two caliper levers to them in coupling axes.

[0009] The idea of ​​the invention lies in detecting wear by means of at least one wear detection system, which is mounted in parallel with a brake cylinder and / or a brake caliper unit compensation module.

[0010] We can thus have a robust and simple wear determination system, which can be mounted and also easily adjusted.

[0011] The invention also relates to a method for measuring the wear of brake linings and a brake disc of a caliper unit of a disc brake, and, by a method for determining the wear of brake linings and a brake disc of a caliper unit of a disc brake, particularly for railway vehicles, comprising two caliper levers, a brake cylinder, brake linings and a wear detection system having an analysis unit, characterized by the process stages (VS1) measurement of an initial position and measurement of the variation in length of a distance between the coupling points of the two caliper levers, during a braking process by the wear detection system, in which a transformation of the variations in length of the distance is carried out by means of a motion transformation device into variations in the angle of rotation of a rotation angle detector,or in which a measurement of variations in length is taken by measuring the distance between a sensing element of a contact and / or non-contact distance measuring device and a reference part of the wear-sensing system; (VS2) production of measurement signals using the measured values ​​thus recorded and routing of the measurement signals to an analysis unit; (VS3) analysis of the measurement signals by the analysis unit, so as to determine the summed wear values ​​in the measurement signals for the wear of the brake linings and the wear of the brake caliper unit disc.

[0012] A particular advantage lies in the fact that one can easily obtain an automatic determination not only of the wear of the linings, but also of the wear of the disc of the brake caliper unit.

[0013] According to one embodiment, the wear sensor system is articulated in coupling axes of coupling points, in which the brake cylinder and / or the compensation module is / or are articulated, The coupling points are a certain distance apart. These coupling points are already in place, making them easy to use.

[0014] According to another embodiment, the wear-detecting system has a motion transformation unit, which transforms a longitudinal motion, in the form of a variation in the distance between the coupling points, into a rotational motion. This results in an advantageously compact structure that is easy to seal.

[0015] It is advantageous for a compact structure of this kind that the motion transformation unit of the wear-detecting system has a tapped tube having a tapped hole and a threaded spindle having a thread, the tapped hole and the thread engaging and forming a displacement gear.

[0016] In another embodiment, the threaded tube is rotationally fixed to the wear sensor system, and the threaded spindle is rotatably mounted and coupled to at least one sensor element. This structure is simple and compact.

[0017] In this respect, it is advantageous that at least one detector element (24) be a rotation angle recorder, since such a part is inexpensive and available on the market in good quality.

[0018] Another embodiment provides that the wear sensor system comprises fastening elements, a sensor housing, an enclosure, the motion transformation unit, and at least one sensor element, the wear sensor system being articulated by means of a fastening element to the coupling axes of the coupling points. Such an assembly is simple and inexpensive.

[0019] Another embodiment provides that the wear-detection system further comprises at least one bearing, which forms a rotating mount for the threaded spindle or the tapped tube. For example, the outer tube and the tapped tube are mounted together telescopically, with the outer tube being fitted onto the tapped tube. This advantageously results in a compact structure.

[0020] In one embodiment, the wear sensor unit has at least one distance measurement sensor requiring either contact or non-contact operation. This advantageously results in a compact and simple structure.

[0021] It is advantageous for at least one non-contact distance measuring detector to be an ultrasonic detector, a radar detector, and / or an optical distance measuring detector. Commonly available components, already equipped with integrated electronic circuits for processing measurement data, can be used for this purpose.

[0022] For this purpose, it is also advantageous, in order to have a compact and simple structure, for the wear detector system to have fastening elements, a casing tube and at least one non-contact distance measuring detector, the envelope tube and at least one non-contact distance measuring detector being mounted together, in a telescopic manner.

[0023] In yet another embodiment, at least one non-contact distance measuring sensor cooperates with a part of the reference of the wear-sensing system and measures the distance between the sensing element and the reference part, as a measure of a change in the distance between the coupling points. This is advantageous because only a small number of parts are required.

[0024] The brake caliper unit is designed for a pneumatic disc brake. This advantageously extends the range of applications.

[0025] Preferably, at least one non-contact distance measuring detector cooperates with a part of the reference of the wear-sensing system and measures a distance between the sensing element and the reference part, as a measure of a variation in the distance between the coupling points.

[0026] In one embodiment of the method, the non-contact distance measuring detector is an ultrasonic detector, a radar detector, and / or an optical distance measuring detector. These components are advantageously available on the market in highly integrated embodiments, as ready-to-use functional parts.

[0027] When the analysis unit compares the determined measurements to previously stored limit values ​​for a brake lining change (or replacement of a brake lining) and / or for a brake disc change (or replacement of the brake disc) and issues indications, alerts, etc., on suitable media in accordance with the result of the comparison, maintenance times can be advantageously planned.

[0028] It is also very advantageous that the analysis unit determines, from all the measured values ​​taken and the wear values, which are determined therefrom, using comparison values, a wear of brake linings and of the brake disc of the entire disc brake.

[0029] Examples of embodiments of the invention will be described below, by means of the attached drawings.

[0030] To the drawings:

[0031] Fig. 1 and Fig. 2 are schematic plan views of a conventional brake caliper unit and a compact brake caliper unit;

[0032] Fig. 3 is a schematic cross-sectional view of a brake caliper unit according to the invention, having a first example of an embodiment of a wear detector system according to the invention;

[0033] Fig. 4 is a larger-scale schematic cross-sectional view of a detector housing following Fig. 3;

[0034] Fig. 5 is a cross-sectional view of a variant of the first embodiment of the wear detector system of Fig. 3;

[0035] Fig. 6 is a cross-sectional view of a second example of an embodiment of the wear detector system according to Fig. 3;

[0036] Figure 7 is a schematic representation of wear graphs; and

[0037] Fig. 8 is a schematic synoptic diagram of an example of an embodiment of a process according to the invention.

[0038] The coordinates x, y, z are used in the figures for orientation. The x coordinate extends in the longitudinal direction of the brake caliper unit 1, the y coordinate transversely to it, and the z coordinate, in this case, forms a vertical direction. Other positions of the brake caliper unit 1 are, of course, also possible.

[0039] Fig. 1 is a schematic plan view of a conventional brake caliper unit 1. Fig. 2 is a schematic plan view of a conventional, so-called compact, brake caliper unit 1'.

[0040] Each of these brake caliper units 1,1' form a disc brake of a railway vehicle and includes a first caliper lever 2 and a second caliper lever 3, brake linings 4, 5, a brake cylinder 8 and a wear compensation module 9.

[0041] The brake caliper unit 1 has a brake cylinder 8 with an integrated compensating module 9, the other brake caliper unit 1' has a separate brake cylinder 8 and a separate compensating module 9.

[0042] The two caliper levers 2, 3 are pivotally mounted in a respective joint 2a, 3a around a respective lever axis in the direction z, which does not need to be described further.

[0043] On one side of the caliper levers 2, 3, the brake linings 4, 5 are pivotally mounted in joints 2b, 3b by means of lining supports at the free ends of the caliper levers 2, 3. On the other free ends of the caliper levers 2, 3, the brake cylinder 8 having the integrated adjustment module 9 is articulated in coupling axes at coupling points 6, 7 in the brake caliper unit 1 as shown in [Fig. 1].

[0044] In the compact brake caliper unit 1' according to [Fig.2], only the compensating module 9 is articulated at the coupling points 6, 7.

[0045] The brake cylinder 8 can be actuated pneumatically, hydraulically, electromechanically, or in a similar manner. The brake linings 4, 5 are arranged on both sides of a brake disc, which is not shown here.

[0046] During braking, the brake cylinder 8 is activated, and when the brake is applied, it increases a distance 10 in the y direction between the coupling points 6, 7. It It follows that the brake linings 4, 5 move towards each other in the y direction and are thus pushed onto the brake disc.

[0047] When the brake is released, the brake cylinder 8 is not actuated, the distance 10 between the coupling points 6, 7 decreases again in the y direction, and the brake linings 4, 5 move away from each other. The brake linings 4, 5 are thus separated from the brake disc.

[0048] The use of the adjustment mechanism 9 ensures that the brake pad clearance remains constant while the brake is released during operation. The brake pad clearance consists of the gap between a brake pad 4, 5 and the brake disc, respectively.

[0049] During brake operation, the wear of the brake linings 4, 5 and the brake disc increases and causes the distance 10 between the coupling points 6, 7 to become greater, a separation in the y direction between the brake linings 4, 5 being reduced during braking.

[0050] The distance 10 thus provides a measure of the wear of the brake linings 4, 5 and the brake disc. A dynamic variation of the distance 10 during braking can also provide information on the braking function.

[0051] Figure 3 is a schematic cross-sectional view of a brake caliper unit 1' according to the invention, having a first embodiment of a wear sensor system 11 according to the invention. Figure 4 is a larger-scale schematic cross-sectional view of a sensor housing 15 according to Figure 3.

[0052] The cross-sectional view represents the view of the brake caliper unit 1' in the x direction (see [Fig.2]).

[0053] The brake caliper unit 1' according to the invention includes, in this case, furthermore, the wear detection system 11.

[0054] The wear-sensing system 11 is mounted, in this case, parallel to the adjustment module 9 between the axes of the two-point coupling points 6 and 7, namely at the coupling points 6 and 7, on the caliper levers 2 and 3. This means that an axis 1a of the wear-sensing system 11 extends, in this case, parallel to an axis 9a of the adjustment module 9. A displacement of the caliper levers 2 and 3 during braking, with an associated change in distance 10, is transmitted to the wear-sensing system 11 via the coupling points 6 and 7.

[0055] The wear detector system 11 comprises, in the first embodiment, an analysis unit 12, fixing elements 13 and 14, a detector housing 15, an enclosure 16, a motion transformation unit having a tapped tube 17 and a threaded spindle 18, a pleated bellows 20, at least one bearing 21 and at least one detector element 24, 24'.

[0056] The analysis unit 12 is connected to at least one detector element 24, 24', via a link path 12a, for example, an electrical and / or optical transmission line. Alternatively, instead of a line link path 12a, a cableless link path, for example, using radio, infrared, or ultrasound, may be used.

[0057] The wear-detecting system 11 is, by means of the fastening elements 13, 14, which in this case are in the form of fixing brackets at the coupling points 6, 7, to the levers 2, 3 of the caliper. This will be described in more detail below.

[0058] A variation in the distance 10 between the coupling points 6, 7 is transmitted to the wear-sensing system 11 via the mounting elements 13, 14. During braking, the coupling points 6, 7 move along respective arcs of circles centered on the axis of the respective joints 2a, 3a of the caliper lever 2, 3. The axes of the coupling points 6, 7 and the joints 2a, 3a extend parallel to each other in the z direction. The mounting elements 13, 14 thus enable linear movement of the wear-sensing system 11 in the y direction.

[0059] The detector housing 15 serves to house at least one detector element 24. The detector housing 15 has a surrounding wall 15a, which is closed by a front plate 15b. The front plate 15b and the wall 15a define an internal space 15c, the opening 15d of which is provided with a collar 15e that surrounds the housing and projects radially outwards.

[0060] The detector housing 15 is fixed by its collar 15e, which wraps around it, to a mounting plate 13a of the first mounting element 13 and is sealed against the atmosphere by a sealing gasket 15f, for example, by an O-ring. The first mounting element 13 thus forms the assembly of the wear detector system 11 at the coupling point 6 of the first lever 2 of the caliper.

[0061] Furthermore, the detector housing 15 is connected by the mounting plate 13a to a bearing housing 16a in the enclosure 16. The bearing housing 16a is thus fixed by a step 16c in an opening 13b in the mounting plate 13a. The enclosure 16 also has a tube 16b. The detector housing 15, the bearing housing 16a, and the enclosure tube 16b are arranged one behind the other coaxially with the axis lia of the detector.

[0062] In this case, an example is shown in which the tube 16b extends almost completely over the entire length of the distance 10 between the coupling points 6 and 7. Of course, the length of the tube 16b of the casing can also have other dimensions. The tube 16b of the casing and a threaded tube 17 are, in this case, mounted together telescopically, the tube 16b of the casing being fitted onto the threaded tube 17. The threaded tube 17 has a thread 19 and a smooth outer surface.

[0063] One free end 17a of the threaded tube 17 is in the initial position, shown in [Fig. 3], of the wear-sensing system 11 at a short distance from the bearing housing 16a. The other end 17b of the threaded tube 17 is formed in the form of a flange, by which the threaded tube 17 is mounted onto a mounting plate 14a for the second mounting element 14. The second mounting element 14 forms another mounting of the wear-sensing system 11 at the coupling point 7 of the second lever 3 of the caliper.

[0064] The motion transformation unit comprises the threaded spindle 18 having a thread 19 and the tapped tube 17 having a thread 19a. In this example, the thread 19a is formed in a portion of the free end 17a of the tapped tube 17. The threaded spindle 18 is disposed within the tapped tube 17, the thread 19 of the threaded spindle 18 meshing with the thread 19a of the tapped tube 17. The thread 19 and the thread 19a thus form a displacement gear having a corresponding pitch.

[0065] The threaded spindle 18 is arranged in the tapped tube 17, such that a first end 18a of the spindle extends from the tapped tube 17 towards the bearing housing 16a. A second free end 18b of the spindle is, in the initial position of the wear-sensing system 11, also arranged inside the end 17b or the tapped end.

[0066] The first end 18a of the threaded spindle 18 is connected to a bearing portion 18c. A bearing 21, in this case, for example, a pivoted ball bearing, is disposed, by its inner ring, on the bearing portion 18c and by its outer ring, is received in the bearing housing 21. The bearing 21 forms a rotating mount of the threaded spindle 18 around the axis 1la of the detector.

[0067] The threaded tube 17 is rotationally fixed by its end 17b to the fixing plate 14a of the fixing element 14.

[0068] A sealing gasket is mounted on the casing tube 16b and the protruding portion of the threaded tube 17 via the end 17b. This sealing gasket is, in this case, a pleated bellows 20, which is attached to the casing tube 16b by a first end portion 20a of the sealing gasket in the region of the connection between the bearing housing 16a and the casing tube 16b. A second end portion 20b of the sealing gasket is attached to the threaded end portion 17b of the tube 17.

[0069] The bearing portion 18c of the threaded spindle 18 is further coupled via a gear 23 to the sensing element 24 by means of a rotational linkage. The gear 23 may be, for example, an epicyclic gear. The element The detector 24 measures the rotation angle of the threaded spindle 18 around the axis 1 of the detector. The detector element 24 is a rotation angle recorder, for example, a potentiometer or Hall effect sensors. Optical and / or capacitive angle recorders are of course also possible.

[0070] The movement of the levers 2, 3 of the caliper, during braking, causes a change in the distance 10, which is transmitted as a longitudinal displacement to the wear-sensing system 11. For this purpose, the wear-sensing system 11 extends or retracts telescopically. Since the threaded tube 17 of the motion transformation unit is fixed and rotatably mounted on the second mounting element 14, during the change in length of the distance 10, the threaded spindle 18, due to the displacement gear formed by the thread 19 of the threaded spindle 18 engaging with the thread of the threaded tube 17, rotates around the axis 1 of the sensor. The motion transformation unit thus transforms the longitudinal movement of the change in distance 10 into a rotational movement.

[0071] By means of the rotating link 22, the sensor element 24 rotates and thus records the angle of rotation, which is proportional to the change in length of the distance 10. The analysis unit 12 determines, from the signals transmitted for this purpose by the sensor element 24, the wear values ​​of the brake linings 4, 5 and the brake disc. The analysis unit 12 can also monitor braking, using the change in length of the distance caused by the movement, for example by comparison with previously set values.

[0072] An analysis of the signals will be further explained in relation to [Fig.7].

[0073] Figure 5 is a cross-sectional view of a variant of the first embodiment of the wear-detecting system 11 of Figure 3. The wear-detecting system 11', in the variant of Figure 5, differs from the first embodiment of the wear-detecting system 11 of Figure 3 by the shape of the casing 16, by the arrangement of the tapped hole 19a at the other end 17 of the tapped tube 17, as well as by the arrangement of the tapped tube 17 and the threaded pin 18.

[0074] The bearing housing 16a is fixed by the step 16c in an opening of an intermediate plate 16d. The intermediate plate 16d is fixed to the mounting plate 13a and by a step in the opening 13b of the mounting plate 13a of the mounting element 13. The detector housing 15 is in turn fixed to the mounting plate 13a by its collar 15e, which runs around the perimeter, and is made airtight against the atmosphere by the sealing gasket 15f.

[0075] The bearing housing 16a includes the bearing 21, which is mounted by its inner ring, unlike the first embodiment on the end 17a of the threaded tube 17. In this variant, the threaded tube 17 is mounted to rotate with the bearing 21.

[0076] In this case, a length of the tube 16b of the casing represents approximately one-quarter of the length of the threaded tube 17. The threaded tube 17 extends along the entire length of the threaded spindle 18.

[0077] In this variant, the threaded pin 18 is fixed in rotation by a fixing 18 to the fixing plate 14a of the second fixing element 14 by means of a retaining plate 18e.

[0078] The pleated bellows 20 is fixed by the first end part 20a of the sealing gasket to the tube 16b of the casing and by the second end part 20b of the sealing gasket to the fixing 18d of the threaded pin 18.

[0079] Unlike the first embodiment, in this variant, the rotating link 22 with the gear 23 of the sensor element 24 is connected by a drive 22a to the rotating threaded tube 17. The drive 22a is inserted into a hole in the first end 17a of the threaded tube 17 and is rotationally fixed to the threaded tube 17 by being, for example, screwed, glued, or similarly.

[0080] The movement of the caliper levers 2 and 3 during braking causes a change in the distance 10, which is transmitted to the wear sensor system 11. This system extends or retracts telescopically. By means of the displacement gear (thread 19 of the threaded spindle 18, tapped hole 19a of the tapped tube 17), this longitudinal displacement is transformed into a rotational movement of the tapped tube 17 and transmitted to the sensor element 24.

[0081] Fig. 6 is a cross-sectional view of a second example embodiment of the wear detector system 11 of Fig. 3.

[0082] The wear-detecting system 11” according to the second embodiment in [Fig.6], includes the fixing elements 13, 14, the pleated bellows 20, a casing tube 25 and a non-contact distance measuring detector.

[0083] The non-contact distance measurement detector is mounted by means of a fastener 26 on the second fastener element 14 and has at least one detector element 24'.

[0084] The non-contact distance measuring sensor cooperates with a reference part of the wear-sensing system 11' and measures a distance 10' between the sensor element 24' and the reference part. A change in the distance 10' corresponds to a change in the distance 10 between the coupling points 6, 7. It is also possible that a change in the distance 10' is proportional to a change in the distance 10 between the coupling points 6, 7. A calculation of the actual distance or the corresponding wear is performed by the analysis unit 12.

[0085] The tube 25 of the casing is fixed by an end 25a in a recess 13c in the mounting plate 13a of the first mounting element 13. The recess 13c is closed by a wall 13d. The end 25a of the tube bears against an inner face 13e of this wall 13d.

[0086] The tube 25 of the envelope extends over a length of approximately two-thirds of the distance in the y direction between the fixing plate 13a of the first fixing element 13 and the fixing plate 14 of the second fixing element 14 and has a free end 25b.

[0087] Coaxially to the tube 25 of the casing and to the axis 1 of the detector, the fastener 26 is mounted by a mounting end 26a onto the mounting plate 14a of the second mounting element 14. The fastener 26 is in the form of a tube which, by a free end 26b, projects from the mounting plate 14a into the space between the mounting plate 13a of the first mounting element 13 and the mounting plate 14a of the second mounting element 14. The free end 26b of the fastener penetrates, in the starting position shown here of the wear detector system 11', into the second end 25b of the tube 25 of the casing.

[0088] A bar-shaped detector housing 27 is inserted into the fastener 26 by its free end 26b, which has a bar-shaped mounting portion 27a. The insertion depth is adjustable by means of an adjustable stop element 27b on the detector housing 27.

[0089] The detector element 24' is mounted in the portion of the detector housing 27 that protrudes into the tube 25 of the enclosure. The tube 25 of the enclosure and the detector housing 27 are mounted telescopically with the detector element 24' on the mounting 26. In other words, the tube 25 of the enclosure and the non-contact distance measuring detector are mounted together telescopically.

[0090] The detector element 24' is, in this case, an ultrasonic detector, which cooperates with the inner face 13 of the wall 13d of the recess 13b in the mounting plate 13a of the first mounting element 13. The inner face 13e of the wall 13d thus forms, as a reflecting surface for the ultrasonic oscillations of the detector element 24', the reference part of the wear-detecting system 11'. A transmitter / receiver surface 24'a of the detector element 24' and the inner face 13e of the wall 13d are positioned at a distance 10'. A variation in this distance 10' is a measure of a variation in the distance between the coupling points 6 and 7. The wear-detecting system 11' can thus, through the ultrasonic detector as the detector element 24', detect the variation in the distance 10'.

[0091] The pleated bellows 20 is, by its first sealing end part 20a, fixed in the region of the first end 25a of the tube 25 of the casing and, by its second sealing end part 20b, in the region of the fixing end 26a of the fixing 26. The end 25a of the tube is constituted, in this case, in the form of a thickened collar.

[0092] The movement of the caliper levers 2, 3 during braking causes a variation in the distance 10, which is transmitted to the wear sensor system 11. This system then deploys or retracts telescopically. The distance 10' between the emitter / receiver surface 24'a of the detector element 24' and the inner face 13e of the wall 13b thus varies in the same way as the distance 10. This variation is detected by the detector element 24' by means of the ultrasonic detector.

[0093] The ultrasonic detector, together with the detector element 24', forms the non-contact distance measuring detector. The connecting path 12a, for example, a power supply and signal transmission line, is connected to the analysis unit 12.

[0094] Instead of a non-contact distance measuring detector, one embodiment may also provide a distance measuring detector requiring contact and having at least one electromechanical contact. This contact is then respectively closed or open, depending on whether the contact is made in a normally closed or normally open position, if a distance is reached, which corresponds to a defined wear value, for example, a maximum.

[0095] But a contact of this kind can also be mounted in the housing 27 of the detector in the form of an electromechanical contact, this contact being actuated by an actuator, for a pre-set distance corresponding to a defined wear value. An electromechanical contact of this kind can be, for example, what is called an instantaneous switch, a microswitch, or a limit switch.

[0096] Several contacts can also be provided, which are associated with several different wear levels, for example, a) display that wear is imminent, b) display that wear requires replacement, c) warning that a final wear value has been reached, and that further circulation is no longer possible.

[0097] The actuator can, for example, be a bar rigidly fixed to the tube 25 or a contactor cam mounted on the inner face of the tube 25.

[0098] A mechanical contact of this kind can also be provided as an additional redundant component.

[0099] The [Fig.7] is an SB diagram of wear graphs of the 1.1' brake caliper unit.

[0100] The measurement signal S from one or more elements 24, 24' of the wear sensor system 11, 11', 11" of the brake caliper unit 1, 1' is plotted as a function of time t. The measurement signal S is received, amplified, and analyzed by the analysis unit 12. The results of the analysis are transmitted from the analysis unit 12 to suitable display, data processing, and storage devices.

[0101] The measurement signal S indicates the variations of the distance 10 and corresponds to the sum of the wear of the brake linings 4, 5, the brake disc and the set of linings.

[0102] A graph 28 of lining wear extends, in the manner of a triangular function, increasing until the lining wear 29 reaches a maximum wear value, at which then a replacement 30 of the brake linings 4, 5 takes place.

[0103] A disc wear graph 31 has a sawtooth longitudinal profile. A brake disc change is necessary as a disc change 32, only after a few pad changes 30, when there is maximum disc wear 33.

[0104] An overall wear 34 combines the sum of the wear 29 of linings and the wear 33 of disc.

[0105] The shape of the wear measurement signal 31 of brake linings is also a sawtooth profile, but the brake linings 4, 5 must be replaced more often than the brake disc.

[0106] By means of continuous recording of the measurement signal corresponding to wear, it is possible, by permanent monitoring of wear, to observe particularities and events, such as premature or abnormal wear.

[0107] Fig. 8 is a schematic synoptic diagram of an example of an embodiment of a method according to the invention for measuring the wear of the brake linings 4, 5 and the brake disc of the brake caliper unit 1, 1'.

[0108] In a first stage VS1 of the process, the initial position and variations in the distance 10 of the coupling points 6,7 of the levers 2, 3 of the caliper are recorded by at least one wear-detecting system 11, 11', 11" during braking.

[0109] The at least one wear-detecting system 11, 11' is a rotation angle detector and detects variations in rotation angle proportional to variations in length of the distance 10 between the coupling points 6, 7 of the levers 2, 3 of the caliper.

[0110] The at least one 11” wear-sensing system may also have a non-contact distance-measuring detector, which detects length variations over a distance of 10' between a 24' detector element of the non-contact distance-measuring detector and a reference part of the 11” wear-sensing system.

[0111] The detector element 24' is, in this case, an ultrasonic detector, which cooperates with the inner face 13e of the wall 13d of a recess 13b in the mounting plate 13a of the first mounting element 13, in which the tube 25 of the casing is fixed. The inner face 13e of the wall 13d forms, as a reflecting surface for the ultrasonic oscillations of the detector element 24', the reference part of the wear detector system 11'. A transmitter / receiver surface 24'a of the detector element 24' and the inner face 13e of the wall 13d are arranged at a distance 10'. A variation of this distance 10' is a measure of a variation of the distance 10 between the coupling points 6 and 7.

[0112] At least one wear detector system 11, 11', 11" produces, in a second stage VS2 of the process, measurement signals S, using the measured values ​​taken and they are sent to an analysis unit 12.

[0113] The analysis unit 12 analyzes the measurement signals S in a third stage VS3 of the process, so as to determine the summed wear values ​​in the measurement signals S, for the wear of the linings and the wear of the disc of the brake caliper unit 1.

[0114] The measured values ​​are immediately compared to previously stored limit values, in preparation for a change of linings and a change of disc. Depending on the result of the comparison, displays, alerts and other information are issued on appropriate media.

[0115] In addition, the measurement signals can be analyzed in such a way as to determine information about the path or sinusoidal curve, which continually deflects the traction axle from its initial position.

[0116] By providing two or more wear detector systems 11, 11', 11", their measurement signals can be used together to assess the likelihood of the determined wear values.

[0117] In addition, the measurement signals provided by the wear detector systems 11, 11', 11" can also be used to detect the loss of a brake lining 4, 5 and / or to check whether the brake caliper unit 1, 1' is actuated or is loose.

[0118] From all the measured values ​​taken and the wear values ​​determined therefrom, the analysis unit 12 can further determine, using comparison values, a wear of the whole of the brake caliper unit 1, 1'.

[0119] The 11, 11', 11" wear sensor systems can be mounted on the unit 1 of a conventional brake caliper according to [Fig.1], as well as on what is called the compact brake caliper unit 1' of [Fig.2]. A subsequent addition is also possible for both brake caliper units 1,1'.

[0120] The invention is not limited by the example embodiment indicated above, but may be modified within the scope of the invention.

[0121] Thus, for example, one could consider using instead of the ultrasonic detector of the second embodiment example, a radar detector and / or an optical distance measurement detector, for example, an infrared distance detector.

[0122] Another variant consists of adapting the depth measurement solution of a measuring drawer.

[0123] Nomenclature of reference points

[0124] 1 brake caliper unit

[0125] 2, 3 caliper lever

[0126] 2a, 3a; 2b, 3b joint

[0127] 4, 5 brake linings

[0128] 6, 7 coupling axis

[0129] 8 brake cylinder

[0130] 9 catch-up module

[0131] 10, 10' distance

[0132] 11, 11', 11" wear detection system

[0133] detector axis

[0134] 12 analysis units

[0135] 12a connecting line

[0136] 13, 14 fastening element

[0137] 13a, 14a fixing plate

[0138] 13b opening

[0139] 13c obviously

[0140] 13d wall

[0141] 13th inner face

[0142] 15 detector housing

[0143] 15a wall

[0144] 15b front plate

[0145] 15c interior space

[0146] 15d aperture

[0147] 15th collar

[0148] 15f sealing gasket

[0149] 16 envelopes

[0150] 16a landing housing

[0151] 16b envelope tube

[0152] 16c tier

[0153] 16d intermediate plate

[0154] 17 gear tube

[0155] 17a, 17b end

[0156] 18 threaded pin

[0157] 18a, 18b pin end

[0158] 18c part of bearing

[0159] 18d fixing

[0160] 18th retaining plate

[0161] 19 thread

[0162] 19a tapping

[0163] 20 pleated bellows

[0164] 20a, 20b sealing gasket part

[0165] 21st floor

[0166] 22 rotational link

[0167] 22a coach

[0168] 23 gear

[0169] 24, 24' detector element

[0170] 24'a transmitter / receiver surface

[0171] 25 tube

[0172] 25a, 25b tube end

[0173] 26 fixing

[0174] 26a fixing end

[0175] 26b retaining end

[0176] 27 detector housing

[0177] 27a fastening part

[0178] 28 lining wear chart

[0179] 29 wear of linings

[0180] 30 trim changes

[0181] 31 disk wear graph

[0182] 32 disc change

[0183] 33 disc wear

[0184] 34 overall wear

[0185] S measurement signal

[0186] SB diagram

[0187] t time

[0188] VS1, VS2, VS3 process stage

[0189] x, y, z coordinates

Claims

Demands

1. A disc brake caliper unit (1, 1'), particularly for railway vehicles, comprising two caliper levers (2, 3), a brake cylinder (8), a self-adjusting module (9), brake linings (4, 5), and a wear-sensing system (11, 11', 11") having at least one sensing element (24, 24') and an analysis unit (12), the wear-sensing system (11, 11', 11") being articulated, in parallel with the self-adjusting module (9) and / or the brake cylinder (8), between the two caliper levers (2, 3) and to them by coupling axes, characterized in that the wear-sensing system (11, 11', 11") is articulated on coupling axes of coupling points (6, 7), in which the brake cylinder (8) and / or the compensating module (9) is / or are articulated, the coupling points (6, 7) being at a certain distance (10) from each other.

2. Brake caliper unit (1, 1') according to any one of the preceding claims, characterized in that the wear-sensing system (11, 11') has a motion transformation unit, which transforms a longitudinal motion in the form of a variation in the distance (10) between the coupling points (6, 7) into a rotational motion.

3. Brake caliper unit (1, 1') according to claim 2, characterized in that the motion transformation unit of the wear-detecting system (11, 11') has a tapped tube (17) having a tapped hole (19a) and a threaded spindle (18) having a thread (19), the tapped hole (19a) and the thread (19) engaging and forming a displacement gear.

4. Brake caliper unit (1, 1') according to claim 3, characterized in that the threaded tube (17) is rotationally fixed to the wear sensor system (11, 11'), and in which the threaded pin (18) is rotatably mounted and coupled to at least one sensor element (24) or the threaded pin (18) is rotationally fixed to the wear sensor system (11, 11'), and in which the threaded tube (17) is rotatably mounted and coupled to at least one sensor element (24).

5. Unit (1, 1') of brake caliper according to claim 4, characterized in that the at least one sensor element (24) is a rotation angle recorder.

6. Brake caliper unit (1, 1') according to any one of claims 2 to 5, characterized in that the wear sensor system (11, 11') comprises fastening elements (13; 14), a sensor housing (15), an enclosure (16), the motion transformation unit and at least one sensor element (24), the wear sensor system (11, 11') being articulated by a fastening element (13; 14) respectively to the coupling axes of the coupling points (6, 7).

7. Brake caliper unit (1, 1') according to claim 6, characterized in that the wear-detecting system (11, 11') further comprises at least one bearing (21), which forms a rotating mount of the threaded spindle (18) or the tapped tube (17).

8. Unit (1, 1') of brake caliper according to claim 6 or 7, characterized in that the envelope tube (16b) and the threaded tube (17) are mounted together in a telescopic manner, the envelope tube (16b) being fitted onto the threaded tube (17).

9. Brake caliper unit (1, 1') according to claim 1, characterized in that the wear-sensing unit (11") has at least one contact- or non-contact distance-measuring sensor.

10. Unit (1, 1') of brake caliper according to claim 9, characterized in that at least one non-contact distance measuring detector is an ultrasonic detector, a radar detector and / or an optical distance measuring detector.

11. Brake caliper unit (1, 1') according to claim 10, characterized in that the wear sensor system (11") has fastening elements (13, 14), a cover tube (25) and at least one non-contact distance measuring sensor, the cover tube (25) and at least one non-contact distance measuring sensor being mounted together in a telescopic manner.

12. A brake caliper unit (1, 1') according to any one of claims 9 to 11, characterized in that at least one non-contact distance-measuring sensor cooperates with a portion of the reference part of the wear-sensing system (11") and measures a distance (10') between the sensing element (24') and the reference part, as measurement of a variation in the distance (10) between the coupling points (6, 7).

13. Brake caliper unit (1, 1') according to any one of the preceding claims, characterized in that the brake caliper unit (1, 1') is constituted for a pneumatic disc brake.

14. A method for determining the wear of brake linings (4, 5) and a brake disc of a caliper unit (1, 1') of a disc brake, particularly for railway vehicles, comprising two caliper levers (2, 3), a brake cylinder (8), brake linings (4, 5) and a wear detector system (11, 11', 11") having an analysis unit (12), characterized by the process stages (VS1) measurement of an initial position and measurement of variation in length of a distance (10) between coupling points (6, 7) of the two caliper levers (2, 3), during a braking process by the wear-detecting system (11, 11', 11"), in which a transformation of the variations in length of the distance (10) is carried out by means of a motion transformation device into variations in the angle of rotation of a rotation angle detector; (VS2) production of measurement signals (S) using the measurement values ​​thus recorded and routing of the measurement signals to an analysis unit (12); (VS3) analysis of the measurement signals (S) by the analysis unit (12), so as to determine the summed wear values ​​in the measurement signals (S) for the wear of the linings and the wear of the disc of the brake caliper unit (1, 1').

15. A method for determining the wear of brake linings (4, 5) and a brake disc of a caliper unit (1, 1') of a disc brake, particularly for railway vehicles, comprising two caliper levers (2, 3), a brake cylinder (8), brake linings (4, 5) and a wear detector system (11, 11', 11") having an analysis unit (12), characterized by the process stages (VS1) measurement of an initial position and measurement of the variation in length of a distance (10) between coupling points (6, 7) of the two caliper levers (2, 3), during a braking process by the wear-sensing system (11, 11', 11"), in which a measurement of the variations in length of the distance (10) is taken. of a distance (10') between a detector element (24'), a contact and / or non-contact distance measuring detector, and a reference part of the wear-detecting system (11"), the wear-detecting system (11") having mounting elements (13, 14), an enclosure tube (25), and at least one non-contact distance measuring detector, the enclosure tube (25) and at least one non-contact distance measuring detector being mounted together telescopically, and the detector element (24') an ultrasonic detector, which cooperates with the inner face (13e) of the wall (13d) of a recess (13b) in the mounting plate (13a) of the first mounting element (13), in which the enclosure tube (25) is fixed, the inner face (13e) of the wall (13d) forming, as a reflecting surface for the ultrasonic oscillations of the sensor element (24'), the reference part of the wear sensor system (11"),and a transmitter / receiver surface (24'a) of the detector element (24') and the inner face (13e) of the wall (13d) are arranged at a distance (10'); (VS2) production of measurement signals (S) using the measurement values ​​thus recorded and routing of the measurement signals to an analysis unit (12); (VS3) analysis of the measurement signals (S) by the analysis unit (12) so as to determine the summed wear values ​​in the measurement signals (S) for the wear of the linings and the wear of the disc of the brake caliper unit (1, 1').

16. A method according to claim 15, characterized in that the non-contact distance measuring detector is an ultrasonic detector, a radar detector and / or an optical distance measuring detector.

17. A method according to any one of claims 14 to 16, characterized in that the analysis unit (12) compares the determined wear values ​​to limit values ​​previously stored for a lining change and a disc change and emits, in accordance with the results of the comparison, indications, alerts, etc. on suitable media.

18. A method according to any one of claims 14 to 17, characterized in that the analysis unit (12) determines, from all the measured values ​​recorded and the wear values ​​determined therefrom, using comparison values, brake lining (4, 5) and brake disc (13, 13') wear of the entire disc brake.

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