Note: Descriptions are shown in the official language in which they were submitted.
:~()811Al
The present invention relates to a disc brake assembly
for railway vehicles having wheel and axle assemblies journalled
in pivotable wheel frames, more particularly, to the mounting of
the brake saddle and brake cylinder with respect to each other
and upon the wheel frame.
Railway vehicles having wheel and axle assemblies
journalled in trucks or bogies have been equipped with disc brakes.
In the vicinity of one wheel there is mounted a brake saddle
which partially embraces a brake disc attached to the axle and
carries brake linings that can be pressed onto both sides of the
brake disc. A brake cylinder is located in the vicinity of the
other wheel and an actuating linkage is provided between the
brake cylinder and brake lining that extends substantially
parallel with the axle. The brake cylinder and brake saddle are
generally mounted upon the wheel frame which may be a truck or
bogie.
A disc brake for such a truck equipped railway vehicle
is generally disclosed in the German Auslegeschrift 1 903 784. -
In this construction a second brake disc is mounted on the axle
near the brake cylinder and this disc is similarly partially
embraced by a brake saddle. A toggle-type brake linkage is
pivotally connected to both of the brake saddles and the ends
of the two toggle-type brake levers of both brake linkages are
connected to each other by the actuating linkage. The end of
the second toggle-type brake lever of the brake linkage is
pivotally connected to the piston rod of the brake cylinder and
the end of the second toggle-type brake lever of the other brake
linkage is pivotally connected to a fixed point. As a result
of this construction both brake toggle levers are positioned
one after the other in the direction of braking force proceeding
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from the brake cylinder. No power transmitting linkage is pro-
vided which might increase the application force supplied to the
actuating linkage and, accordingly, to the brake toggle link
distant from the brake cylinder. The brake cylinder and a brak-
ing lever together with all the brake linings are suspended
separately on the truck frame in positions spaced from each other
so that the truck frame must be provided with a plurality of
bearing mounting points which must be accurately and precisely
positioned with respect to each other and a close tolerance must
be maintained bètween these respective bearing points. In
addition, the brake disc, the brake saddle comprising the brake
toggle and the brake cylinder require such a large amount of
space for their location near a wheel that it is not possible
to arrange these components under the limited space conditions
present when the truck or bogie is driven. In particular, the
linear motor drive of railway vehicles requiresso much space in
the central area of the vehicle that it is not po$sible to in-
stall known brake discs on such railway vehicles.
It is therefore the principal object of the present in-
vention to provide a novel and improved brake disc assembly of
the type described above.
It is another object of the present invention to pro-
vide such a brake disc assembly that requires a minimum of
space for mounting of its components and which can be readily
mounted on a truck or bogie frame with a minimum of simple
assembly operations.
It is a further object of the present invention to pro-
vide such a disc brake assembly which requires only a minimum
of bearing points on the wheel frame for installation of the -
various components for the disc brake. -
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108114~"
It is an additional object of the present invention to
provide such a disc brake assembly which enables the brake linings
to be quickly and easily replaced with a minimum of labor.
According to one aspect of the present invention a disc
brake assembly for a railway vehicle may comprise an axle having
a wheel at each end thereof supported in a wheel frame. A sup-
porting frame extends substantially parallel to the axle and has
one end in the vicinity of one wheel and its other end in the
vicinity of the other wheel on the axle. The supporting frame
is mounted on the wheel frame so as to be displaceable in a
direction transversely of the wheel frame. A brake cylinder
having a piston rod is mounted at one end of the supporting frame
and a brake saddle is mounted on the other end of the supporting
frame such that the brake saddle straddles a brake disc attached
to the axle in the vicinity of a wheel. The brake saddle is
provided with brake linings which are engageable with opposed
faces of the brake disc. An actuating rod is mounted on the sup-
porting frame for longitudinal displacement thereon and is
parallel to the supporting frame. Force transmitting means on
the supporting frame connects one end of the brake cylinder
pist~n-rod to one end of the actuating rod and the other end of
the actuating rod is connected to one of the brake linings.
A control lever pivotally connects the brake saddle to a point
on the wheel frame spaced from the structure movably mounting
the supporting frame.
As a result of the present invention the disc brake
assembly is thus divided substantially into two structural groups
of approximately the same size and-these groups are interconnected
by the supporting frame. One group includes the brake cylinder
and the other group includes the brake saddle. One of these
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10811~1
groups can be arranged near a wheel on one end of the axle
while the other group can be arranged near the other wheel on the
axle even under limited space conditions. Thus, the present disc
brake assembly can be utilized under the limited space conditions
and operating requirements of a railway vehicle provided with a
disc brake. In one embodiment of the invention there is required
only three bearing mounts or points for mounting of the supporting
frame and its associated structural groups upon the wheel frame.
In general, theinventionrequires a small number of bearing points
or positions as compared to known prior art installations.
Other objects and advantages of the present invention
will be apparent upon reference to the accompanying description
when taken in conjunction with the following drawings, which are
exemplary, wherein;
Fig. 1 is a schematic top plan view of a pivotable
wheel frame upon which is incorporated the disc brake assembly
of the present invention;
Fig. 2 is a top plan view in enlarged scale of one
embodiment of the present invention;
Fig.' 3 is a perspective view in a further enlarged
scale of a brake saddle incorporated in the present invention;
Fig. 4 is a perspective view in further enlarged scale
of a supporting frame of the present invention;
Fig. 5 is a view similar to that of Fig. 2 of a modi- -
fication of the present invention;
Fig. 6 is a view similar to that of Fig. 5 and showing
still another modification of the present invention;
Fig. 7 is a view similar to that of Fig. 2 and showing a
still furthe~ modification of the present invention;
1~81~
Fig. 8 is an elevational view of a modification of a
brake saddle according to the present invention and its mounting
upon the wheel frame;
Fig. 9 is a sectional view taken along the line A-B-C
of Fig. 8;
Fig. 10 is a sectional view taken along the line D-E
of Fig. 8;
Fig. 11 is a view in enlarged scale of a portion of
the brake saddle of Fig. 8 and showing the saddle in two dif-
ferent positions;
Fig. 12 is an end elevational view of the force trans-
mitting lever adjacent the right hand side of the drawing in
Fig. 2 and a portion thereof being shown in section;
Fig. 13 is a view similar to that of Fig. 1 and showing
an additional embodiment of the present invention;
Fig. 13a is a sectional view ~aken along the line F-G
of Fig. 13; and
Fig. 14 is a view similar to that of Fig. 2 and showing
still a further modification of the present invention.
Proceeding next to the drawings wherein like reference
symbols indicate the same parts throughout the various views a
specific embodiment and modifications of the present invention ~ -
will be described in detail.
; As may be seen in Fig. 1, a steering control member 2
which functions as a wheel frame and may comprise a truck or
bogie is pivotally mounted on a vehicle frame 1 by a vertical
pin 3. The pivotal position of the wheel frame 2 can be adjusted
through a suitable linkage not shown, but known in the art by
an identical member 2 at the other end of the vehicle or by means
of other suitable devices. The wheel frame 2 is substantially
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1~;)811~"
U-shaped when viewed from the top as shown in Fig. l and com-
prises arms 2' and 2" on which are mounted axle bearings 4 of
an interior supported wheel and axle assembly 5 which comprises
an axle 6 and two wheels 7 on the ends of the axle. The vehicle
frame 1 is displaceably supported on the axle bearings 4 by means
of suitable sliding members 8.
In the open space of the wheel frame 2 defined by its
arms and adjacent its arm 2' which is in the vicinity of one of
the wheels 7, a brakedisc 9 is rigidly attached to the axle 6.
The outer peripheral edge of the brake disc 9 is partially em-
braced by a brake saddle 10 which in its radially outer portion
is provided with an axially extending pin 11 positioned parallel : :
with the axle 6 and extending toward the adjacent arm 2' of the :.
wheel frame. The pin 11 is rotatably andsliaabl~ received with-
in a bore 12 in the arm 2' so as to form a bearing 11,12.
The brake saddle 10 has an arm 13 which faces toward the
central longitudinal axis of the vehicle 1 and is connected in
the vicinity of the axle 6 to a supporting frame 12 which ex-
tends parallel with the axle 6 into the vicinity of the arm 2'
on the other side of the wheel frame 2. Near arm 2', the sup-
porting frame 14 extends at substantially a right angle away :
from the axle 6 and on its end facing toward the brake saddle 10
there is rigidly mounted a brake cylinder 15. Approximately
opposite from brake cylinder 15 the bent end of supporting frame
12 is provided with a pin 16 coaxial to the pin 11 and extending
toward arm 2' of the wheel frame 2. The pin 16 is slideably
and rotatably received within a bore 17 in the arm 2' so as to
; form a bearing 16,17.
The brake cylinder 15 has a slideable piston 18 therein
one side of which is loaded by a spring in the direction of
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108~141
actuation of the brakes and on its other side by a pressure
medium in the release direction of the brakes. The piston 18
has a piston rod 19 extending from the brake cylinder so as to
be pivotally connected to the end of a force transmitting lever
20 whose other end is pivotally mounted near the bend of the
supporting frame 14. An actuating rod 21 is pivotally connected
to the central portion of the lever 20 and extends substantially
parallel with the axle 6 toward the brake saddle 10. The end
of the actuating rod adjacent the brake saddle 10 is provided
with a linkage control element 22 for adjusting length or slack
and which functions as a transmission element from the end of
the actuating rod to arm 13 of the brake saddle 10. A brake
lining 23 which is moveably mounted on the inner side of brake
saddle arm 13 is pressed against a surface of brake disc 9 by
the actuating rod 21 and by the linkage control element 22 when
thé actuating rod 21 is moved long.itudinally toward brake saddle 10.
. The arm 13 of brake saddle 10 is provided with an ex-
-l tension or connecting arm 25 which extends below the axle 6 and
has its end pivotally connected to the wheel frame 2 by a control
lever 26.
When the disc brake is released, the piston 18 is sub-
jected to the force exerted by a pressure medium and compresses
the loading spring. In the release position, the actuating rod
21 by means of the length control element 22 maintains the brake
. lining 23 spaced from the brake disc 9 by a predetermined small
distance and the supporting frame 14 together with all of the
components associated therewith as described above is
positioned in such an axial position with respect to the axle 6
that a brake lining 24 attached firmly to the brake saddle 10
an* adjacent the opposite face of the brake disc 9 is also
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maintained at a short distance from the brake disc.
When the pressure of the pressure medium within the
cylinder 15 is decreased in order to initiate a braking opera-
tion, the spring will shift the piston 18 in such a direction
that the transmission lever 20 will be pivoted counterclock-
wise about its pivot on the supporting frame 14. This pivoting
movement will shift the actuating rod 21 longitudinally in the
direction of the brake saddle 10 and through the length control
element 22 will cause brake lining 23 to contact brake disc 9.
As a reaction to this contact of lining 23 with brake disc 9,
the transmission lever 20 will be pivoted during a further dis-
placement of the piston about its pivot connection on the
actuating rod 21 so as to shift the supporting frame 14 together
. with brake cylinder 15 and brake saddle 10 in such a longitu-
:', dinal displacement that the brake lining 24` will also contact
the brake disc 9. This axial or longitudinal displacement of
. the supporting frame 14 is brought about by the axial movement :
of the pins 11 and 16 in their respective bores 12 and 17.
A further resilient tightening of the entire force transmitting
linkage and,-particularly, supporting frame 14 and actuating ~;
rod 21 will increase the application of brake linings 23 and 24 ~:
against o~posed faces of the brake disc 9. The resulting ~ :
braking moment acting upon brake saddle 10 is absorbed by the
wheel frame 2 through the bearings 11,12 and 16,17 as well as ::;
by the arm 25 through control lever 26. -.
The above-described operation and movement of the com-
ponents will occur in reverse when the disc brake is released.
In order to replace brake linings 23 and 24 when they
become worn or for other reasons, it is only necessary to re- ~ .
move the pivotal connection between extension arm 25 and control
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~081~1
lever 26 on wheel frame 2 after which the brake saddle 10 to-
gether with the supporting frame 14 and actuating rod 21 and
brake cylinder 14 can be pivoted about bearings 11,12 and 16,17
in a direction so that the brake saddle 10 is pivoted away from
the brake disc 9. In this position of brake saddle 10, the
brake linings 23 and 24 are freely accessible and can be readily
removed and replaced without difficulties.
In the structure as illustrated in Fig. 2, the brake
saddIe 10 is traversed along its width in its radially outer
portion by a bore 12' one end of which receives a reduced dia-
meter portion of a pin 11' attached to the wheel frame 2. A
bearing 11',12' is thus formed. This bearing has a guide length
exceeding the width of brake saddle 10 as measured in a direc-
tion parallel to the axle 6 by means of bearing bushings 26
and 28 inserted into the bore 12'. The bushing 28 which faces
toward the brake cylinder 15 is smaller in diameter and receives
a smaller diameter portion of the pin 11'. The bushing 28
extends outwardly beyond brake saddle 10 in the direction toward
the brake cylinder 15 and has its outer end closed in order to
protect the bearing 11',12'.
In the embodiment of Fig. 1, the bearings 11,12 and
16,17 must be mounted so as to provide alignment in the axial
direction. Since the bearing 16,17~is placed under less stress
during a braking operation, this bearing or at least one of its
parts, pin 16 or bore 17, should be adjustably mounted in a
manner which will be subsequently described in greater detail.
In addition, spherical bearing surfaces may be provided on
pin 16 and/or in bore 17 as shown in Fig. 2 with the use of the
bearing bushing 66.
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~8~14~
In order to avoid the possibility of jamming in the
embodiment of Fig. 2, the supporting frame 14 is pivotally con-
nected to the brake saddle 10 at a pivot joint 29 so that the
supporting frame 14 can pivot about an axis which is parallel
with the friction forces exerted by the brake linings 23 and 24
on the surfaces of brake disc 9. At the end of supporting frame
14 there is attached a tubular or box-likeend element 30 having a
substantially rectangular cross-section and this tubularend element
is provided with a tubular extension 67 having a bore 17' which
receives a pin 16' which may be shifted therein with respectito
the axial direction of bore 17' over a relatively wide tolerance.
As may be seen in Fig. 2, there is an angular deviation between
the axial directions of pin 16' and bore 17'. However, this
deviation will not cause any jamming because of the spherical
bearing surfaces of the bushing 66. Similarly, a lateral dis-
placement a exists between pin 16' and bore 17'. The supporting
frame 14 is so mounted on the pivot joints 29 with respect to
the brake saddle 10 guided on pin 11' that both bearings 11',12'
and 16',17' can freely operate without any jamming. ~,
In the modification of Fig. 2, the brake cylinder 15
is actuated into its braking position under the action of a pres-
sure medium. The transmission lever 20 has one end pivotally
connected to piston rod 19 and its other end pivotally connected
through a link 44 to the supporting frame 14. Between these
pivot connectionsthe transmission lever 20 is pivotally connected
to an end of the actuating rod 21. While not shown in the
drawing, the actuating rod can also be pivotally connected at
its brake saddle end.
In order to compensate for any axial displacement of
the brake saddle 10 which may occur during braking and releasing -
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1~8~
operations and which might also be caused by any wobble of
brake disc 9, the control lever 26 is pivotally connected to the
extension arm 25 so that the lever 26 can pivot about a pin 31
which extends substantially toward pin 11 and in parallel with
the plane of brake disc 9.
As may be seen in Fig. 3, the brake saddle 10 comprises
two halves divided along a radial plane. The arm 13 on the brake
cylinder side is provided with two spaced bearing blocks 32 each
of which has a bore 33 to form the pivot joint 29 shown in
Fig. 2. Between the bearing blocks 32 there is a bore 34 through
which passes the actuating rod 21. The axial direction of bore
34 is perpendicular to the axes of the bores 33. The extension
arm 25 is angular or in the form of crank arm so as to be able
to extend around axle 6. The end of extension arm 25 is pro-
vided with a bifurcated bearing eye 35 between which is pivotal-
ly connected the control lever 26. The bearing bushing 28 can
, be seen above bore 34 and bores 36 are provided in the arms of
the brake saddle 10 to receive the pins or bolts which retain
the brake linings in position.
In Fig. 4, the supporting frame 14 is shown to comprise
two U-shaped supporting links 37 spaced from each other and
positioned so ~hat their webs face each other. On one end of
each link 37 is a bore 38 which receives a bearing pin to form
the pivot joint 29 shown in Fig. 2. The other end of each
supporting link 37 is welded to the tubular endelem~t 30.
The tubular element 30 is provided with a bore 39 through which
extends the piston rod 19, bores 40 for the attachment of the
brake cylinder 15 by bolts and a bore 41 within which is re-
ceived the actuating rod 21. There are also provided bores 49
for supporting of the transmission lever 20 in a manner which
will be subsequently described.
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108114~
In the modification of Fig. 5, a conventional combina-
tion cylinder 15' as known in the art which is provided with an
operating spring portion and a loading spring portion is bolted
to the tubular end element 30. The transmission lever 20 has
only a small distance between its pivot mount on tubular end
portion 30 and pivot connection with actuating rod 21 so as to
have a high-power ratio. The lower end of the transmission
lever is thus bifurcated or forked as shown in Fig. 12 and is
provided with outwardly projecting pivot pins 42 located sub
stantially at the base of the forked end. The pivot pins 42
are pivotally supported in the tubular end portion 30 and a
bearing eye 43 on the end of actuating rod 21 is pivotally con-
nected between the forked end of trans~ilission lever 20.
The pin 16' is attached to the wheel frame 2 by means
of bolts 68 passing through its flanged base and these bolts
`are received in bores69 which are provided with a wide play or
clearance. Thus, after bolts 68 are loosened, the pin 16' can
be shifted with respect to the wheel frame 2 so as to facilitate
centering or aligning with respect to opposing pin 11'. The
bolts 68 are then subsequently tightened. The pin 16' is re-
ceived within bore 17' formed within the tubular extension 67
as described above.
Such an adjustable bearing structure can also be in-
corporated on the other modifcations and embodiments of the
present invention.
~ The bore 34 in the brake saddle 10 as shown in Fig. 3
- is engaged by the length-adjusting element or device 22. This
length-control device 22 may be one as known in the art.
However, in the present embodiment this length-control element
22 comprises at ~east one adjusting nut 71 which is rotatable
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~811~
upon a threaded spindle 70 which is held with the possibility
of axial displacement but secured against rotation by means of
a radial play comprising a notch or indentation 74 on a member
75 which is mounted on brake saddle 10 so as to be radially dis-
placeable with respect to the threaded spindle 70 without
possibility of rotation. A pin 76 on the member 75 freely engages
a bore formed in the brake saddle 10. The adjusting nut 71 can -
be reset by rotating its housing 72. During the operation of
the disc brake, the housing 72 is held against rotation by a
stop part 73 which is held on the brake saddle 10 by suitable
fastening means such as screws. The stop part 73 functions as
a rotation stop and engages a groove on the housing 72. When it
is desired to replace worn brake linings, the stop part 73 is
detached from the brake saddle 10 to enable the length-control
element 22 to be reset. The rotatable housing 72 is employed as
the resetting member by being rotated by hand. The adjusting nut
71 is thus also rotated by the housing 72 and is screwed back
along the threaded spindle shaft 70. The shaft 70 exerts a force
through bolts, which are not shown, against the brake shoe 23
displaceably mounted on the brake saddlè 10.
The actuating rod 21 is connected to its bearing eye
by a screw coupling 77 which can be locked by a counter-nut so
that the linkage 21 can be adjusted in length. The other end of
the actuating rod 21 is coupled to an input element 48 of the
length-adjusting device 22 by a rotary clutch 78 such that the
actuating rod 21 cannot be displaced axially. As result of this
mounting, the actuating rod 21 can be adjusted in length by means
of the screw coupling 77 without any adjustment to the length-
adjus~ing or slack adjusting device 22 and this adjustment will
not be affected during the resetting of the length-adjusting
device 22.
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141
This adjusting structure as described above can also be
used on the other embodiments and modifications of the present
invention. The remaining portions of Fig. 5 correspond to the
description of corresponding elements as set forth above.
In the disc brake assembly of Fig. 1, the braking force
exerted by brake cylinder 15 and the resultant reaction force
:-. .. , :
are transmitted along lines spaced from each other through actuat-
ing rod 21 and supporting frame 14 to the brake saddle 10. The
brake saddle 10 is then subjected to a torque or bending moment
which is absorbed by the saddle, its bearing 11,12 and/or brake
disc 9. In order to avoid such a torque or bending moment, the
disc brake assemblies of Figs. 2 and 5 are constructed so that
the force and reaction force for brake saddle 10 are transmitted
along coaxial paths. To accomplish this, actuating rod 21 and
supporting frame 14 are constructed such that the centers of
gravity of their cross-sectional surfaces are located on a common
straight line which is parallel to the rotary axis of axle 6.
Accordingly, the braking force and reaction force are both trans-
I mitted along such a straight line.
I 20 Ih the modification of Fig. 6, the brake cylinder 15
comprises a loading spring brake cylinder similar to that in the
embodiment of Fig. 1. The transmission lever 20 of Fig. 6 des- `
cribed above in connection with Fig. 2, is pivotally supported
on the supporting frame 14 by a link 44 and the actuating rod 21
can thus be guided on the supporting frame 14 merely by axial
displacement.
However, in contrast with Fig. 2, the supporting frame
14 in Fig. 6 is directly connected to the brake saddle 10 with-
out an interposed axial joint and the actuating rod 21 is pro-
vided with a slack or linkage adjustment element 22 as desribed
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in connection with Fig. 5. In each of the embodiments or modi-
fications of the present invention the piston rod 19 is mounted
in a known manner in brake cylinder 15 so as to provide for
lateral deviation. The remaining components of Fig. 6 corres-
pond to the descriptions thereof above.
In the modification of Fig. 7, a loading spring 45 is
positioned in the transition region bètween an actuating rod 21'
and the length-adjusting or linkage control element 22. A spring
; 46 has one end engaging a stop 47 which is attached to the arm
13 in brake saddle 10 and the other end of the spring 46 in the
direction of brake actuation engages an input element 48 on the
linkage control element 22. The actuating rod 21' is pivotally
connected through transmission lever 20 to a releasing cylinder
15' that can be subjected to the action of a pressure medium
and when subjected to the pressure medium will exert a force
on the spring 46 to maintain the spring tension. The actuating
rod 21'can be stressed merely for tension forces since any
possibility of bending is avoided. Thus, the actuating rod 21'
can be of a lighter and less expensive construction than in the
previously described embodiments and modifications.
As can be seen in Fig. 8, the brake saddle 10 can be
positioned so that its extension arm 25 extends over the axle 6.
The extension arm 25 may be additionally bent at an angle toward
the brake disc 9 as shown in Fig. 9. This construction of ex-
tension arm 25 exerts a small tilting moment acting on brake
saddle 10 about the pivotal axis of extension arm 25 on control
le~er 26 because of the lateral distance between the centers of
friction of the brake linings 23 and 24. This small tilting
moment can be readily absorbed by bearing 11',12' of brake saddle
10 as shown in Fig. 2. -
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8i~
In Figs. 8 and 9, it is apparent that the control lever
26 is relatively long. As result, displacement of brake saddle
10 resulting from wear of brake lining 24 has virtually no effect
on the brake torque support o~ brake saddle 10, particularly in
the direction of the supporting force transmitted by control
lever 26. Figs. 8 and 9 also show connectingscrews 49 for clamp-
ing together both brake saddle hal-ves as well as a pin 52 for
mounting brake linings 23 and 24. The pins52 can be secured by
spring clamps 50 and can be readily removed by the knurled grip-
ping portions 51.
In Fig. 10 there is shown a structure for restoring
elasticity to the brake lining 23. On arm 13 of the brake saddle
10 there is mounted a spring housing 54 which projects toward
the brake lining 23 and surrounds a bore 53 which was also seen
in Fig. 3. A pretensioned spring 55 within the housing 54 has
a mushroom-shaped tie rod 56 passing therethrough and the tie rod - --
is connected to the brake lining 23. The spring 55 has one end
engaging the free end of the spring housing 54 and the other end
on a head portion of the tie rod 56 which is displaceable in the
bore 53 in such a manner that the tie rod can be intercepted by
a lock washer 57. After brake lining 23 has been replaced, the
lock washer 57 intercepts spring 55 after tie rod 56 is detached
from the brake lining 23.
In order to avoid a large quantity of wasted or unuse-
able space in the brake saddle 10 as shown in Figs. 8 and 9 but
at the same time permit the brake saddle to pivot without any
contact toward brake disc 9 and toward the axle 6, the bearing
11',12', as may be seen in Fig. 11, is located near an outer
edge 58 of a brake saddle 10'. The--remaining structure of brake
saddle 10' is similar to the brake saddle 10 of Figs.' 8 and 9.
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The brake saddle 10' is shown in solid lines in its normal or
operating position and is pivoted to the position shown by the
dashed lines by being pivoted around the axis determined by the
bearing 11',12'. A readily accessible and removable pin 52
adjacent the bearing 11',12' is provided which must be removed
to permit the brake saddle 10' to be pivoted. All other components
of the brake saddle 10' can be pivoted to a position free from
contact past brake disc 9 and axle 6 in spite of the relatively
narrow space between the brake saddle and the axle. Pivoting of
the brake saddle 10' to the position as shown in the dashed lines
provides ready accessibility to the brake linings which can then
; be replaced.
As previously described, the force transmitting lever 20
such as employed in the'd'isc brake assembly of Fig. 2 is shown
in gr,eater detail in Fig. 12. The upper end of the lever 20 is
pivotally connected to the piston rod 19 in brake cylinder 15
and its other end is forked or bifurcated to be connected to the
bearing eye 43 at the end of the actuating rod 21. At the base
of the fork there is provided a pair of laterally outwardly pro-
jecting pivot pins 42 that are pivotally received in bushings
79 that are located in bores 59 on the supporting frame 14 or
the supporting frame tubular end portion 30. The close proximity
of the supporting frame 14 to the axle 6 is clearly apparent in
Fig. 12.
In the modifications and embodiments as described above
the supporting frame 14 of the disc brake assembly has been
mounted by bearings 11,12 and 16,17 together with control lever
26 to the wheel frame 2. However, a plurality of horizontally
extending levers may also be employed for mounting on the wheel
frame 2 as shown in Figs. 13 and 13a. -
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The supporting frame interconnecting brake cylinder 15
with a brake saddle 10" comprises a pipe or tubular element 60
within which is coaxially positioned actuating rod 21. The brake
saddle 10" has an upwardly projecting pivot pin 61 near the end
of its arm which is closer to the wheel 7. On the lower surface
of brake saddle 10" opposite from pin 61 there is provided a
pivot pin 61a, as may be seen in Fig. 13a, such that the vertical
axes of the pins 61 and 61a are coaxial and are perpendicular to
the axis of the wheel axle 6. Pivot pins62 and 62' parallel to
the pins 61 and 61a extend upwardly on the wheel frame 2. Two -
substantially horizontal levers 63 and 63a which extend in the
longitudinal direction of the vehicle connect pins 61 and 61a to
the pin 62 such that the brake saddle 10" is mounted to be dis-
placeable substantially only in a direction transverse to the
longitudinal axis of the vehicle. Both of the levers 63 and 63a
can be mounted so as to be incapable of pivoting with respecb to
each other by being non-rotatably connected to the pin 62.
On the brake cylinder end of the supporting frame 14
there is located a second pin 61' which is pivotally connected
through a lever 64to the pin 62' mounted on the wheel frame 2 so-
that the levers 63 and 64 form two sides of a parallelogram and
the supporting frame together with brake cylinder 15, actuating
rod 21 and brake saddle 10" is guided for displacement parallel -
to itself.
A fourth lever corresponding to lever 63a may be
positioned below lever 64 and hinged on the supporting frame 14 -
and on the lower end of pin 62', however, this fourth lever is
not shown in the drawings.
As may be seen in Fig. 13, a linear motor of the vehicle
is indicated at 65 and it is the presence of this linear motor
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which necessitates the construction of the disc brake assemblyinto two separate structural groupes.
It is to be noted that the modification of Figs. 13
and 13a requires at least three levers 63, 63_ and 64 for movably
supporting the disc brake assembly. In order to enable the brake
saddle 10" to be pivoted away from the brake disc 9 to permit
access to the brake linings, the lever 63a can be pivotally con-
nected by a universal joint to the brake saddle 10" and the re-
maining levers 63 and 64 are pivotally connected so as to be
detachable. In the event a fourth lever is employed, as described
above, this fourth lever should also be pivotally connected by
a universal joint to the supporting frame 14.
The pivot pins 61 and 61a are located between the brake
disc 9 and an arm 2' of the wheel frame 2 so that together with
the levers 63 and 63a these pins and levers provide sufficient
space to accommodate the linear motor 65. To accommodate this
location of pins 61 and 61a the brake saddle 10" is mounted so as
to be pivoted toward the end of the vehicle in an oblique angular
position as may be seen in Fig. 13a. In this position, the upper
end of brake saddle 10" is approximately perpendicular above
the axle 6.
As may be seen in Fig. 14, the brake saddle 10, which
is mounted by bearing 11',12' and supported on control lever 26 so -
as to be pivotable by means of bearing eye 35 around pin 31
substantially as described in connection with the modification
of Fig. 2, is connected to pipe or tubular element 60 of a sup-
porting frame at 60a. The tubular element 60 will thus permit
small angular deflections with respect to bendingbecause of a certain
inherent elasticity. The tubular end portion 30~of the supporting
3d frame 14 is similarly p~ovided with an elongated tubular extension 67
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which is pivoted along a rather substantial length of pivot
pin 16' which is also somewhat longer as described above. The
tubular end portion 30 is also provided with an extension arm
25a that extends partially around axle 6 and analogous to brake
saddle 10 is pivotally connected to a control lever 26a so as to
be pivotable about a pin 31a. The control lever 26a which is
parallel to control lever 26 is connected at its other end to
the wheel frame 2 which is not shown in this Figure.
It is apparent that in Fig. 14 the brake saddle 10 a~d
supporting frame 14 are thus provided with complete support
with respect to the wheel frame 2 and the interconnecting
tubular element 60 is employed for the transmission of the force
of reaction and for maintaining the components spaced apart
at fixed distances. Since the tubular element does not perform
the supporting functions of the supporting frame 14 as described -
above, the tubular element may be constructed with lower strength
requirements so as to be able to be installed with particular -
facility and ease in view of the space requirement of the linear -
motor 65. Tolerance deviations of bearings 11',12' and 16',67
with-irespect to their coaxial alignment are readily absorbed by
the connection 60a of the tubular element 60 which while con-
structed of metal is elastic with respect to bending or deflection.
Thus it can be seen that the present invention has
disclosed a disc brake assembly and installation which occupies
a minimum of space yet permits ready accessibility to the brake
linings mounted on the brake saddle. By arranging the components
in two structural groups this assembly is particularly adaptable
for use on bogies supporting linear driving motors for the
railway vehncle.
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`114~
It will be understood that this invention is sus-
ceptible to modification in order to adapt it to different
usages and conditions, and accordingly, is is desired to com-
prehend such modifications within this invention as may fall
within the scope of the appended claims.
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