Railway vehicle braking system
阅读说明:本技术 铁路车辆制动系统 (Railway vehicle braking system ) 是由 C·贡卡尔夫 L·梅拉德 F·罗任特 G·克罗尼耶 于 2018-06-15 设计创作,主要内容包括:根据本发明涉及一种用于铁路车辆的制动系统,其具有制动片(16,17),每个制动片具有至少一个定位件和支承表面,定位件能使制动片在系统上相对于车辆制动盘(8)机械固定在预定位置,支承表面用于在系统致动器的作用下夹紧制动盘,系统还具有至少一个复位件(50),用于当制动片从致动器的作用解脱时使制动片与制动盘分开以便松开制动盘;每个制动片具有布置在边面上的至少一个固定件,复位件具有相对的两个端爪,所述两个端爪由弹性部分彼此相连接并且每个端爪与一固定件机械固定在一起,系统配置成使得固定件和端爪定位成与所述至少一个定位件间隔开。(The invention relates to a braking system for railway vehicles, comprising brake pads (16, 17), each brake pad having at least one positioning element which enables the brake pad to be mechanically fixed on the system in a predetermined position with respect to a vehicle brake disc (8), and a support surface for clamping the brake disc under the action of a system actuator, and at least one return element (50) for separating the brake pad from the brake disc when the brake pad is released from the action of the actuator in order to release the brake disc; each catch has at least one detent disposed on the edge face, the reset element has two opposing end jaws connected to each other by a resilient portion and each end jaw is mechanically secured with a detent, and the system is configured such that the detent and end jaws are positioned spaced apart from the at least one positioning element.)
1. A railway vehicle brake system for a railway vehicle, the railway vehicle brake system comprising a brake pad having at least one brake disc (8) and brake pads (16, 17), the railway vehicle brake system having at least one set of brake pads (16, 17), each brake pad (16, 17) having at least one locating member (69) configured to enable each brake pad to be mechanically fixed in a predetermined position relative to the brake disc (8) on the railway vehicle brake system (10) and a primary bearing surface (65) configured to contact the brake disc (8) to grip the brake disc under direct or indirect action of an actuator (29) of the railway vehicle brake system (10), the railway vehicle brake system further having at least one reset member (50) configured to, when a brake pad is disengaged from direct or indirect action of the actuator (29), separating the brake pads (16, 17) from the brake disc (8) in order to release the brake disc;
the railway vehicle braking system (10) is characterized in that each brake pad (16, 17) has an edge face (67) and at least one anchor (70, 71) arranged on the edge face (67), the at least one return element (50) has two opposite end jaws (53, 56) connected to each other by a resilient portion (52) and configured such that each end jaw is mechanically fixed with the anchor (70, 71) of the respective brake pad (16, 17), the railway vehicle braking system (10) being configured such that the anchor (70, 71) and the end jaws (53, 56) are positioned spaced apart from the at least one positioning element (69).
2. A railway vehicle braking system according to claim 1, characterized in that each fixing piece (70, 71) extends in section at a bearing area (68) defined by the main bearing surface (65) of the respective brake pad (16, 17).
3. A railway vehicle braking system according to claim 1 or 2, characterized in that each spacer (69) is arranged outside the bearing area (68) of the respective brake pad.
4. A railway vehicle brake system according to any one of claims 1 to 3, wherein each brake pad (16, 17) has a plurality of side faces (61-64) defining an edge face (67) thereof, the respective at least one fixing member (70, 71) being arranged substantially in the centre of one of the plurality of side faces (61-64).
5. Railway vehicle braking system according to any one of claims 1 to 4, characterized in that the at least one fixing is formed by a hole (70, 71) arranged in the edge face (67) or by a claw projecting from the edge face.
6. Railway vehicle brake system according to any of claims 1 to 5, characterized in that each brake pad (16, 17) has a base body (59) and a friction material layer (60) attached to the base body, the at least one fixing (70, 71) being arranged in the base body or in the friction material layer.
7. Railway vehicle braking system according to any one of claims 1 to 6, characterized in that the resilient portion (52) of the at least one return element (50) has two branches (54, 57), each connected to a respective end claw (53, 56), and an engagement zone (55) connecting the two branches (54, 57), the railway vehicle braking system being configured such that the branches (54, 57) extend from the end claws (53, 56) away from the brake pads (16, 17), the engagement zone (55) being arranged opposite the brake disc (8).
8. Railway vehicle braking system according to any one of claims 1 to 7, characterized in that said at least one return element is formed by a torsion spring (50) or by a leaf spring.
9. Railway vehicle braking system according to any one of claims 1 to 8, characterized in that the end claws of said at least one return element (50) are formed by bent end portions (53, 56) of said elastic portion (52) or by attachment members.
10. Railway vehicle braking system according to any one of claims 1 to 9, characterized in that the end jaws (53, 56) of said at least one return element (50) are mechanically fixed to the respective fixing elements (70, 71) by means of crimping, or welding, or riveting, or gluing.
11. Railway vehicle braking system according to any one of claims 1 to 10, characterized in that said at least one return element (50) is made of a metallic material or a plastic material, configured to exert a force on the brake pads (16, 17) of about 30 newtons to about 100 newtons.
12. Railway vehicle brake system according to one of claims 1 to 11, characterized in that the railway vehicle brake system has two resetting elements (50) and four fixing elements (70, 71) which are arranged, preferably symmetrically, on both sides of the two brake pads (16, 17).
13. Railway vehicle brake system according to any one of claims 1 to 12, characterized in that the railway vehicle brake system has a parking brake (12) comprising a body (18) provided with a cylinder (19) having a chamber (20), brake pad supports (21) mechanically fixed to the cylinder (19), configured to carry brake pads (16, 17) and to at least partially receive the brake disc (8), and an actuator (29) having a brake piston (31) at least partially housed in the chamber (20), movable with respect to the body (18) and configured to act on at least one brake pad (16) through the brake pad supports (21).
14. A railway vehicle braking system according to claim 13, wherein the brake pad support (21) has two cheeks (42, 43) separated by a space (24) for at least partially receiving the brake disc (8) and at least one brake pad bearing shaft (51) configured to engage with a locating feature (69) of a brake pad (16, 17) and lock the brake pad in the predetermined position, the at least one brake pad bearing shaft (51) being positioned spaced apart from the brake disc (8) when the brake disc is received in the space (24) between the two cheeks (42, 43).
15. Railway vehicle braking system according to claim 14, characterized in that a first cheek (42) of the two cheeks is mounted on the cylinder (19) and a second cheek (43) of the two cheeks is mounted on the first cheek (42) with at least one bolt (44) extending from the first cheek (42), the brake piston (31) acting directly on a brake pad (16) mounted on the first cheek (42), the other brake pad (17) mounted on the second cheek (43) being acted upon indirectly by the body (18) through the at least one bolt (44) and through the movement of the second cheek (43).
Technical Field
The present invention relates to the field of railway vehicle braking, in particular to a railway vehicle braking system for railway vehicles, equipped with a parking brake configured to act on a vehicle braking element, such as a brake disc, by means of a brake pad, in particular when the railway vehicle is parked.
Background
Railway vehicles are generally equipped with a service and/or parking brake caliper having a service and/or parking brake cylinder.
The brake cylinder has a brake piston which is movable under the influence of one or more springs on the one hand and of a pressure fluid on the other hand.
More precisely, such a brake wheel cylinder has a cylinder body, wherein a brake piston is movable relative to the cylinder body to act on the brake by means of a push rod.
The brake wheel cylinder also has a chamber, which is arranged in the cylinder for receiving the spring, and a pressure chamber, which is formed at least partially in the chamber, in particular delimited by the brake piston and the cylinder, which is connected by a conduit to a pressure medium source.
The brake pads are mounted on the brake caliper and supported by the brake wheel cylinder by means of brake pad bearing shafts which pass through the brake pads avoiding the brake disks and are mechanically fixed to the wheel cylinder.
The movement of the brake piston under the action of the spring generates a braking action, such as the clamping of a brake disc between two brake pads, which are moved under the action of the brake piston.
Conversely, the movement of the brake piston under the action of the pressure fluid produces an action opposite to the braking, i.e. releases the brake disc, thus allowing the brake to retract.
Typically, the brake pads are moved away from the brake disk under the influence of a compression spring housed between the two brake pads and coiled around a brake pad bearing shaft.
More precisely, the spring is arranged to act on the brake piston to bring it into the braking position when the pressure chamber is not supplied by the pressure medium source; when the pressure chamber is supplied by a pressure medium source, the brake piston returns against the action of the spring to a rest position in which the brake is in a ready but not in use condition and the spring is under compression.
In other words, to prepare the brake, the pressure chambers are supplied with pressure medium, also called pressure fluid, by a respective pressure medium source, in order to move the brake piston in the cylinder and to compress the spring; to put the brake into application, the pressure chamber is vented so that the spring pushes the brake piston.
It will be noted that the braking action, or in other words the brake pads, abutting against the brake disc, generally results in wear of the brake pads, which periodically require replacement.
Disclosure of Invention
The present invention relates to a braking system for railway vehicles which is improved in terms of safety and use, in particular, while being simple, convenient and economical.
Accordingly, the present invention is directed to a railway car brake system for a railway car, the railway car brake system including a brake pad with a brake pad and at least one brake disc, the railway car brake system having at least one set of brake pads, each brake pad having at least one spacer and a primary bearing surface, the positioning member is configured to mechanically secure each brake pad in a predetermined position relative to the brake rotor on the railway car brake system, said main bearing surface being configured to contact said brake disc to clamp the brake disc under direct or indirect action of an actuator of said railway vehicle brake system, the railway vehicle brake system further having at least one reset member, the reset member is configured to separate the brake pad from the brake disc to release the brake disc when the brake pad is disengaged from direct or indirect action of the actuator;
the railway vehicle braking system is characterized in that each brake pad has an edge surface and at least one anchor disposed on the edge surface, the at least one reset element has two opposing end jaws connected to each other by a resilient portion and configured such that each end jaw is mechanically secured with the anchor of the corresponding brake pad, the railway vehicle braking system configured such that the anchor and end jaws are positioned spaced apart from the at least one positioning element.
The braking system according to the invention allows better simultaneous control of the return force exerted on the braking shoes and of the area in which this force is exerted on these braking shoes, on the one hand by distinguishing the braking shoe return element from the spacer element and, on the other hand, by positioning the spacer element for the end pawl of the return element at a distance from the spacer element.
Furthermore, in the system according to the invention, the fact of having one or more reset elements distinct from the locating elements, and therefore from the brake pad bearing shafts arranged to be inserted in the locating elements, and not fixed together, allows for easy mounting/dismounting of the brake pads when replacing them.
In particular, for mounting, the return element can be assembled on the brake pad, the assembly can be mounted in the braking system, in particular in a predetermined position on both sides of the brake disc, and the brake pad can then be locked in this predetermined position by inserting the brake bearing shaft into the positioning element, without having to act on the return element. For disassembly, the brake pad can be unlocked from its position by removing the brake pad bearing shaft from the retainer, without having to act on the reset member; the reset member may then be removed from the brake system along with the brake pads.
It is also noted that the reset element is mounted in the system only by its end claws fixed to the catch, so that the rest of the reset element is free in the system. In other words, the reset member is not mounted to the system body, nor even to the brake pad retainer.
The braking system according to the invention therefore performs particularly well, in particular in terms of safety and use, while being simple, convenient and economical.
According to preferred, simple, convenient and economical features of the system according to the invention:
-each fixing extends in section at a support area defined by the main support surface of the respective brake pad;
-each positioning element is arranged outside the bearing area of the respective brake pad;
-each brake pad has a plurality of side faces defining its edge face, the respective at least one retaining piece being arranged substantially in the centre of one of said side faces;
-at least one fixing is formed by a hole arranged in the edge face or by a claw (pontet) protruding from the edge face;
-each brake pad has a base and a friction material layer attached to the base, at least one holder being arranged in the base or the friction material layer;
-the resilient part of the at least one reset element has two limbs each connected to a respective end claw and an engagement section connecting the two limbs, the railway vehicle brake system being configured such that the limbs extend away from the brake pad from the end claws, the engagement section being arranged opposite the brake disc;
said at least one return element is formed by a torsion spring or by a leaf spring;
the end jaws of said at least one return element are formed by bent ends of said elastic portion or by attachment members;
the end jaws of the at least one return element are mechanically fixed to the respective fixing element by means of crimping, welding, riveting or gluing;
-said at least one return element is made of a metallic material or a plastic material configured to exert a force of about 30 newtons to about 100 newtons on the brake pad;
-the railway vehicle braking system has two resetting elements and four fixing elements, which are arranged, preferably symmetrically, on both sides of the two brake pads;
-a railway vehicle braking system having a parking brake comprising a body provided with a cylinder having a chamber, brake pad supports mechanically fixed to the cylinder, configured to carry a brake pad and to at least partially receive the brake disc, and an actuator having a brake piston at least partially housed in the chamber, movable with respect to the body and configured to act on at least one brake pad through the brake pad supports;
-the brake pad support having two cheeks separated by a space for at least partially receiving the brake disc and at least one brake pad bearing shaft configured to engage with a locating feature of a brake pad and lock the brake pad in the predetermined position, the at least one brake pad bearing shaft positioned spaced apart from the brake disc when the brake disc is received in the space between the two cheeks; and/or
-a first of the two cheeks is mounted on the cylinder and a second of the two cheeks is mounted on the first cheek with at least one bolt extending therefrom, the brake piston acting directly on a brake pad mounted on the first cheek and indirectly on another brake pad mounted on the second cheek by the body through the at least one bolt and through movement of the second cheek.
It is to be noted that when the railway vehicle is parked, the parking brake is normally put into application so as to keep the vehicle stationary, allowing its user, in particular its driver, to leave the vehicle. The parking brake is not dimensioned to stop the running railway vehicle, but merely to keep it in a parked state. However, the system according to the invention can also be used in the context of a service brake for braking a vehicle when the vehicle is allowed to travel.
Drawings
The invention will now be further described by way of the following description of embodiments given as illustrative, non-limiting examples with reference to the accompanying drawings, in which:
FIG. 1 illustrates, in part and in schematic form, a railway vehicle equipped with a parking brake disc, i.e., an active disc, having a railway vehicle brake system mounted thereon in accordance with one embodiment of the present invention;
FIG. 2 schematically illustrates the railway vehicle braking system of FIG. 1;
figures 3 to 6 show, in perspective views from different perspectives, a railway vehicle braking system according to the invention in combination with an active disc;
FIGS. 7 and 8 are separate perspective views from two different perspectives showing a railway vehicle braking system in accordance with the present invention, but without the active disc;
FIGS. 9 through 14 illustrate the reset member of the railway vehicle brake system shown from different perspectives in accordance with the present invention;
FIGS. 15 through 18 illustrate brake pads shown from different perspectives of a railway vehicle braking system in accordance with the present invention; and
figures 19 to 23 are partial views of a railway vehicle brake system in combination with an active disc shown in different states to illustrate the mounting of brake pads on the active disc by means of reset members.
Detailed Description
Fig. 1 shows, partially and schematically, a railway vehicle 1, for example of the subway type, equipped with an electric
Here, the connection system 4 has a connection plate 5 and a bushing mechanism 7, the connection plate 5 being mechanically fixed to a driving flange 6 of the
The railway vehicle 1 is also provided with a
It is to be noted that, in fig. 1, the assembly formed by the
The railway vehicle 1 is also provided with a railway
Figure 2 shows schematically and partially a railway
The railway
The railway
The railway
The
The
The
The
The
The
The
The
The
The
Here, the
Here, the
Here, the
As mentioned above, the
Fig. 3 to 6, and then fig. 7 and 8, show in perspective view, first the railway
In particular, the
When the railway
Here, the railway
In particular, the two
In other words, the brake
Railway
Here, the railway
The railway
The railway
Fig. 9 to 14 show one of the restoring
Here, each restoring
The
Each
The elastic portion 52 has two
Here, the
Here, the engaging
Here, the
Thus, the
It is to be noted that in fig. 12 the
It is noted that in a braking configuration with worn brake pads, the spring is sized so that it does not contact the brake disc.
Fig. 15 to 18 show here the
These
The first side 61 and the third side 63 are here opposite, and the second side 62 and the fourth side 64 are here opposite and each join the first side 61 and the third side 63.
These
Each
It is to be noted that the portions of the support surfaces 65 of the
Each
Each
In particular, these positioning elements are formed here by
These
These
Each
These fixing elements are here formed by
These
In addition, these
In a variant, the holes of the catch can be configured to receive the end jaws of the spring respectively, for example by means of a press-fit, or welding, or riveting and also gluing.
In particular, holes 70 and 71 of
Each
Each
Each
Fig. 19 to 23 show schematically and partially the mounting of the
The assembly of the
In particular, end
The
In fig. 19, the
It is noted that during this installation step, both
In other words, this means that the
In fig. 20, the
The
The branches of the
In fig. 21,
Thus,
In fig. 21, the
In fig. 22, the
The limbs of the
The
In fig. 23, the
With the
This means that the
In fig. 23 of the railway
It is also noted that the
The
It is also noted that the
The
This control of the force exerted by the spring and of the force exerted on the brake pads allows the brake pads to be separated from the brake disc without losing their balance, in other words, returning them in a particularly stable manner in a direction generally longitudinal. If the brake pads are placed vertically against the brake disk, they are reset and at the same time maintain a vertical or almost vertical orientation.
It is to be noted that the force exerted by each spring is carried out at the bearing areas of the brake pads on the brake disc, and not outside these bearing areas.
The removal of the brake pads from the brake system (not shown) may be done by: the brake
The above-described mounting/dismounting steps can be easily performed by a user who first mounts the brake system on the vehicle, or by a user who performs vehicle maintenance, particularly brake pad replacement.
These users do not have to use special tools, since these mounting/dismounting steps can be carried out simply by a manual gripping movement and/or a pressing spring movement, for example at the engagement portion formed here by the helical coil, and/or on the brake pad bearing shaft.
In the above described embodiments, the brake elements, in particular formed by the brake pads, the springs and the brake bearing shafts, are arranged substantially symmetrically around the brake disc.
In a variant not shown, the braking system may have only a single return spring, and/or each brake pad may have only a single hole and/or only a single groove.
In other variants not shown:
the return element is not formed by a torsion spring, but by a leaf spring;
the return element is not made of metal material but of plastic material or even of an elastomer material;
the end claws of the spring are not forced to be centered on one of the side faces at the edge faces of the brake pad, but can be slightly offset with respect to the center, maintaining stability when reset by the spring, as long as the brake pad is not out of balance;
the end-claws may be fixed to the friction-material layer instead of to the base body, and/or the brake pad may have no base body;
the end jaws are not formed by bent ends, but by attachment members attached to the ends of the elastic portion;
the fixing element is not formed by a hole, but by a claw projecting from the edge face from the side of the support surface or, conversely, from the side of the surface opposite the support surface;
the positioning element is not formed by a groove, but by a hole or by a claw projecting from the catch;
the pressure medium is a hydraulic pressure medium instead of a pneumatic pressure medium;
not pressure medium but power supply to the brake piston, if necessary, the system may not be equipped with a spring member;
the compression of the spring can be produced by electromechanical means, instead of by pneumatic or hydraulic pressure medium; and/or
The railway vehicle brake system forms a pivoting caliper of the type in which the piston acts directly on one of the brake pads, but the caliper may also be a caliper of the type in which the brake pads act indirectly, for example by means of wedges and/or adjusters.
More generally, it is to be understood that the invention is not limited to the embodiments described and shown.
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