EP1262389A1 - Gleisbremselement - Google Patents
Gleisbremselement Download PDFInfo
- Publication number
- EP1262389A1 EP1262389A1 EP02011860A EP02011860A EP1262389A1 EP 1262389 A1 EP1262389 A1 EP 1262389A1 EP 02011860 A EP02011860 A EP 02011860A EP 02011860 A EP02011860 A EP 02011860A EP 1262389 A1 EP1262389 A1 EP 1262389A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- rail head
- brake
- clamping plates
- brake pad
- track
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
- B61K7/02—Track brakes or retarding apparatus
- B61K7/04—Track brakes or retarding apparatus with clamping action
Definitions
- the invention relates to a track braking element, in particular in connection with track brake bumpers, according to the preamble of claim 1.
- Track brake elements of the type mentioned are from DE 24 53 223 or DE 34 22 230 became known. They have two a rail head on each side encompassing C-shaped clamping plates. The lower leg of the clamping plates grips under the rail head and is equipped with a brake pad. The upper Leg of the clamping plates lies on an inclined surface of a brake pad that is on the top of the rail head rests. At least one tension screw connects the clamping plates together and presses them against the rail head or the Brake pad so that a braking effect takes place when the braking element is moved on the rail by a vehicle ascending. This shift is preferably carried out by a buffer, which is relatively loose on the Rails stands up or in which the track brake elements are integrated.
- the track brake elements are preferred arranged at intervals so that the static friction during a collision of the individual track brake elements is overcome one after the other. It is known static friction is at least twice as high as sliding friction.
- the invention has for its object to provide a track braking element which uses a uniform brake pad regardless of the rail head height can be.
- the brake pad in the upper inclined surfaces an inclination of at least 20 °, preferably of approximately 25 °, and the brake pad and the clamping plates are designed that the end of the upper leg of the clamping plates when the rail head is not worn a clear distance from the upper edge of the assigned inclined surface having.
- the C-shaped clamping plates are usually standardized, i. H. they have uniform Dimensions. If the rail head wears out, it migrates the upper leg automatically along the upper sloping surface, which is the case with conventional Brake pads were not possible. Have conventional brake pads a relatively small inclination of about 10 to 15 °. This tendency became necessary deemed to be sufficient with the help of the associated leg of the clamping plate To achieve wedge effect. In the case of known pieces of feed there is also a Stop edge provided by a step-like elevation of the brake pad is formed and which serves to indicate wear. Relatively Little wear then comes to an end of the leg of the Clamping plate on the stop edge.
- the track braking element according to the invention is a significantly larger one Inclination provided that is up to 25 °. It has been found that with this inclination still a sufficient wedge effect to achieve the required Clamping force is reached.
- the greater inclination and the corresponding one Distance of the end of the upper clamp leg from the upper end of the Inclined surface also allows severe wear of the rail head adapt. Differences in height of up to 5 mm and more can be overcome without having to use a differently dimensioned brake pad.
- the brake pad according to the invention can therefore be used for a wide range of wear different rails are used and still ensures the required seat for perfect braking behavior.
- the more universal applicability the brake pad reduces the manufacturing effort and also the replacement provision compared to the state of the art.
- Another advantage is that despite tolerances in the manufacture of the parts and the assembly of the parts the required safety of the braking element is guaranteed.
- Fig. 1 shows a section of a braking element according to the prior art.
- Fig. 2 shows a similar section as Fig. 1 with features of the invention.
- a conventional rail 10 is shown with a foot 12 and a rail head 14.
- a brake pad 16 is generally located on the rail head rectangular cross-section except for the top.
- a step-like elevation 18 and on both sides of the elevation 18 an inclined surface, of which the inclined surface 20 can be seen.
- the slope of the inclined surfaces is about 10 °.
- Clamping plates are arranged on both sides of the rail head 14, of which a C-shaped clamping plate is shown at 22. It consists of a plate-like Web 24 and an upper leg 26 and a lower leg 28. Die Legs 26, 28 are slightly bent outwards. Extend at the longitudinal ends the parts mentioned slightly inwards, causing a stop for the brake pad 16 results in the rail direction.
- clamping screws which is not shown in Fig. 1 and whose effect is only indicated by the dash-dotted line 30 opposite clamping plates 22 biased against each other.
- the clamping screws extend through generously dimensioned holes in the clamping plates 22 and through a bore in the brake pad 16 or a corresponding recess thereof.
- the upper leg 26 of the clamping plates 22 rests on the inclined surface 20, while the lower leg 28 with a brake pad 32 the rail head 14 engages below.
- FIG. 2 differs from that according to FIG. 1 the formation of a brake pad 40.
- Rail head 14 and clamping plate 22 same as the parts of Fig. 1. They are therefore provided with the same reference numerals.
- the brake pad 40 has inclined surfaces 42, which in the case shown an angle a of 25 °. This corresponds to an incline of 1: 2.145.
- An upper one Elevation 44 comparable to the elevation 18 of FIG. 1, is arranged so that at least in the case of a rail head 14 that has not been removed, the end of the upper one Leg 26 has a considerable distance from the formed edge, which in Fig. 2 is indicated with x.
- the upper leg can be the distance x Approach edge of bump 44 when rail head 14 is worn due to wear Lose height.
- the brake pad 14 can therefore also be used in the case of rail heads 14 can be used with a lower height without having a different dimension requires.
- the height compensation results from the relatively large inclination of the Sloping surfaces 42. However, these are sufficient, a sufficient wedge action and to generate a sufficient braking effect.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims (3)
- Gleisbremselement, insbesondere in Verbindung mit Gleisbremsprellböcken, mit zwei einen Schienenkopf von jeder Seite umgreifenden C-förmigen Klemmplatten, mindestens einem Bremsklotz, der mit einer annähernd flachen Unterseite auf dem Schienenkopf aufliegt und an der Oberseite zwei dachartige Schrägflächen aufweist, die zur Seite des Schienenkopfes hin abfallen, wobei die oberen Schenkel der Klemmplatten mit einer zugekehrten Schrägfläche in Eingriff sind und die unteren, einen Bremsbelag aufweisenden Schenkel den Schienenkopf untergreifen und mindestens einem Spannbolzen, mit dem die Klemmplatten gegeneinander vorgespannt werden, wodurch der Bremsklotz und die Bremsbeläge gegen den Schienenkopf gepreßt werden, dadurch gekennzeichnet, daß die Schrägflächen (42) des Bremsklotzes (42) eine Neigung von mindestens 20° aufweisen und der Bremsklotz (40) und die Klemmplatten (22) so ausgelegt sind, daß die Enden der oberen Schenkel (26) bei nicht abgenutztem Schienenkopf (14) einen deutlichen Abstand (x) zur oberen Kante (44) der zugeordneten Schrägfläche (42) aufweisen.
- Gleisbremselement nach Anspruch 1, dadurch gekennzeichnet, daß die Neigung annähernd 25° beträgt.
- Gleisbremselement nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Bremsklotz (40) an der Oberseite in der Längsmitte eine stufenartige Erhebung (44) aufweist, die mit der zugeordneten Schrägfläche (42) eine Anschlagkante bildet und die Enden der oberen Schenkel (26) der Klemmplatten einen deutlichen Abstand (x) von der Anschlagkante haben.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE20109139U | 2001-06-01 | ||
DE20109139U DE20109139U1 (de) | 2001-06-01 | 2001-06-01 | Gleisbremselement |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1262389A1 true EP1262389A1 (de) | 2002-12-04 |
EP1262389B1 EP1262389B1 (de) | 2004-08-04 |
Family
ID=7957587
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02011860A Expired - Lifetime EP1262389B1 (de) | 2001-06-01 | 2002-05-28 | Gleisbremselement |
Country Status (7)
Country | Link |
---|---|
US (1) | US6637554B2 (de) |
EP (1) | EP1262389B1 (de) |
AT (1) | ATE272521T1 (de) |
CA (1) | CA2388404A1 (de) |
DE (2) | DE20109139U1 (de) |
DK (1) | DK1262389T3 (de) |
ES (1) | ES2223998T3 (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ES2334596B1 (es) * | 2005-02-16 | 2011-03-22 | F. Javier Porras Vila | Pastillas de freno de tren para la cima de las vias y para sus laterales. |
KR101040368B1 (ko) * | 2008-12-29 | 2011-06-10 | 한국철도기술연구원 | 철도선로용 완충차막이장치의 클램프 |
PL3202635T3 (pl) * | 2016-02-03 | 2019-02-28 | Voestalpine Railpro Bv | Zespół hamulca dla kozła oporowego, kozioł oporowy obejmujący zespół hamulca i sposób |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2453223A1 (de) * | 1974-11-09 | 1976-05-13 | Erhart Dr Wilisch | Gleisbremsprellbock fuer hohe auflaufgeschwindigkeiten |
DE2924823A1 (de) * | 1979-06-20 | 1981-01-15 | Schneider & Co C | Verstaerkungsanordnung fuer fahrschienen im bereich eines gleisbrems- prellbockes |
DE29504484U1 (de) * | 1995-02-28 | 1995-05-18 | A. Rawie GmbH & Co., 49090 Osnabrück | Gleisbremselement |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE8418128U1 (de) | 1984-06-15 | 1985-06-05 | Wilisch, Erhart, Dr., 4500 Osnabrück | Gleisbremselement |
DE3443480C2 (de) * | 1984-11-29 | 1987-04-02 | Erhart Dr. 4500 Osnabrück Wilisch | Gleisbremsprellbock |
DE19507000C1 (de) * | 1995-02-28 | 1996-06-20 | Rawie A Gmbh & Co | Gleisbremselement |
DE19506997C1 (de) * | 1995-02-28 | 1996-06-20 | Rawie A Gmbh & Co | Gleisbremselement |
-
2001
- 2001-06-01 DE DE20109139U patent/DE20109139U1/de not_active Expired - Lifetime
-
2002
- 2002-05-28 AT AT02011860T patent/ATE272521T1/de active
- 2002-05-28 EP EP02011860A patent/EP1262389B1/de not_active Expired - Lifetime
- 2002-05-28 DE DE50200728T patent/DE50200728D1/de not_active Expired - Lifetime
- 2002-05-28 ES ES02011860T patent/ES2223998T3/es not_active Expired - Lifetime
- 2002-05-28 DK DK02011860T patent/DK1262389T3/da active
- 2002-05-31 US US10/161,045 patent/US6637554B2/en not_active Expired - Fee Related
- 2002-05-31 CA CA002388404A patent/CA2388404A1/en not_active Abandoned
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2453223A1 (de) * | 1974-11-09 | 1976-05-13 | Erhart Dr Wilisch | Gleisbremsprellbock fuer hohe auflaufgeschwindigkeiten |
DE2924823A1 (de) * | 1979-06-20 | 1981-01-15 | Schneider & Co C | Verstaerkungsanordnung fuer fahrschienen im bereich eines gleisbrems- prellbockes |
DE29504484U1 (de) * | 1995-02-28 | 1995-05-18 | A. Rawie GmbH & Co., 49090 Osnabrück | Gleisbremselement |
Also Published As
Publication number | Publication date |
---|---|
CA2388404A1 (en) | 2002-12-01 |
EP1262389B1 (de) | 2004-08-04 |
DE20109139U1 (de) | 2001-08-09 |
ES2223998T3 (es) | 2005-03-01 |
US6637554B2 (en) | 2003-10-28 |
US20020185345A1 (en) | 2002-12-12 |
ATE272521T1 (de) | 2004-08-15 |
DK1262389T3 (da) | 2004-12-06 |
DE50200728D1 (de) | 2004-09-09 |
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