DE282158C

DE282158C -

Info

Publication number: DE282158C
Application number: DENDAT282158D
Authority: DE

Description

KAISERLICHESIMPERIAL

PATENTAMT.PATENT OFFICE.

PATENTSCHRIFTPATENT LETTERING

JVi 282158 KLASSE 20 h. GRUPPEJVi 282158 CLASS 20 h. GROUP

ERNST FRÖLICH in DUISBURG.ERNST MERRY in DUISBURG.

Gleisbremse. Patentiert im Deutschen Reiche vom 13. Dezember 1912 ab. Rail brake. Patented in the German Empire on December 13, 1912.

Die Erfindung betrifft eine Gleisbremse mit Fernbedienung für Eisenbahnfahrzeuge, bei welcher eine auf den Schienen verschiebbar angeordnete Vorrichtung verwendet wird, die mit einer feststehenden, mit Bandbremse versehenen Aufwindetrommel durch ein Zugmittel verbunden ist, von den Rädern des zu bremsenden Wagens mitgenommen wird und nach Ausübung der Bremswirkung selbsttätig zumThe invention relates to a track brake with Remote control for railway vehicles, in which one can be moved on the rails arranged device is used, which is provided with a fixed, band brake The winding drum is connected by a traction mechanism, from the wheels of the one to be braked Car is taken and automatically after exercising the braking effect

ίο Ausgangspunkt wieder zurückkehrt. Von bekannten Vorrichtungen gleicher Art unterscheidet sich die vorliegende dadurch, daß sie in jedem Augenblick von dem Wagen abgekuppelt und unter dem rollenden Fahrzeug hinweg in ihre Anfangsstellung zurückgezogen werden kann, und zwar wird das Abkuppeln und das Zurückführen der Vorrichtung in die Bereitschaftsstellung durch Veränderung des Seilzuges bewirkt.ίο the starting point returns. Of known Devices of the same type differ from the present one in that they are uncoupled from the carriage at any moment and can be retracted under the rolling vehicle to its initial position, namely the uncoupling and returning the device to the standby position by changing the Cable causes.

Fig. ι ist eine Aufsicht auf die nach Anspannen des Zugmittels in der Bereitschaftsstellung befindliche Gleisbremse. Fig. Ι is a plan view of the after tensioning of the traction device in the ready position.

Fig. 2 ist ein Schnitt nach C-D in Fig. 1. Fig. 3 ist ein Schnitt nach A-B in Fig 2.FIG. 2 is a section along CD in FIG. 1. FIG. 3 is a section along AB in FIG.

Fig. 4 stellt eine Aufwickeltrommel nebst Bandbremse und Gegengewicht dar zur Erzeugung einer rückläufigen Bewegung der Gleisbremse. Fig. 2 und 4 geben somit die Gesamtanordnung der Vorrichtung in Seitenansieht bzw. Querschnitt wieder.Fig. 4 shows a winding drum together with a band brake and counterweight for production a retrograde movement of the track brake. Figs. 2 and 4 thus give the Overall arrangement of the device in side view or cross-section again.

Fig. 5 ist eine Aufsicht auf die Gleisbremse und zeigt diese in der Ruhestellung nach Verminderung des Zuges im Zugseil. Fig. 5 is a plan view of the track brake and shows it in the rest position after reducing the pull in the pull rope.

Fig. 6 ist ein Schnitt nach E-F in Fig. 5.FIG. 6 is a section along EF in FIG. 5.

Fig. 7 ist ein Schnitt nach G-H in Fig. 6. Die Vorrichtung besteht im wesentlichen aus einem U-förmigen Rahmen 1, der auf den inneren Füßen der Fahrschienen gelagert ist und dessen federnde, seitlich bewegbare Schenkel zum Bremsen gegen die Schienenstege gepreßt werden. Die nach innen federnden Schenkel, die in der Ruhelage (Fig. 5) die Schienenstege nicht berühren, tragen die Drehzapfen 2 und 4. Um die ersteren schwingen die ein Knie bildenden Hebel 3, an die das Zugmittel M angreift, während die Zapfen 4 die Drehpunkte für die in senkrechten Ebenen schwingenden Hebel 5 bilden. Diese tragen das in den Zapfen 6 drehbare Rahmenstück 8, das mit den Anschlägen 7 für die Spurkränze der Fahrzeugräder versehen ist. An den federnden Schenkeln des Rahmens ι sind die Nocken 9 vorgesehen, die, wenn die Schenkel gegen die Schienenstege gepreßt werden (Fig. 1), sich vor die Füße des Rahmenstückes 8 legen und dieses in der Bremsstellung festhalten, während sie in der Ruhelage (Fig. 5) zusammen mit den Schenkeln des Rahmens 1 nach innen federn und die Füße des Rahmenstückes 8 freigeben. Unter den Hebeln 5 gelagerte Federn 10 sind bestrebt, · die Hebel 5 nebst dem Rahmenstück 8 in die Bereitschaftsstellung hochzuheben und die Teile in dieser Lage zu halten (Fig. 2). Zum Anpressen der Schenkel gegen die Schienenstege und zum Zurückführen der Gleisbremse in die Bereitschaftsstellung dient das Zugmittel M, das über Rollen R, deren eine das Gegengewicht P trägt, zur Aufwindetrommel A geführt ist. Diese wird zur Regelung des Anpressungsdruckes von einer Bandbremse H, C überwacht, deren Bremsarm H 7 is a section according to GH in FIG. 6. The device consists essentially of a U-shaped frame 1 which is mounted on the inner feet of the running rails and whose resilient, laterally movable legs are pressed against the rail webs for braking. The inwardly resilient legs, which do not touch the rail webs in the rest position (Fig. 5), carry the pivot pins 2 and 4. To the former swing the knee-forming lever 3, on which the traction means M engages, while the pin 4 the Form pivot points for the levers 5 swinging in vertical planes. These carry the frame piece 8 which is rotatable in the pin 6 and which is provided with the stops 7 for the flanges of the vehicle wheels. On the resilient legs of the frame ι the cams 9 are provided, which, when the legs are pressed against the rail webs (Fig. 1), lie in front of the feet of the frame piece 8 and hold it in the braking position, while in the rest position ( Fig. 5) spring together with the legs of the frame 1 inward and release the feet of the frame piece 8. Springs 10 mounted under the levers 5 endeavor to raise the levers 5 together with the frame piece 8 into the ready position and to hold the parts in this position (FIG. 2). The traction means M, which is guided to the winding drum A via rollers R, one of which carries the counterweight P , is used to press the legs against the rail webs and to return the track brake to the standby position. This is monitored to regulate the contact pressure by a band brake H, C , the brake arm H

Claims

for the purpose of generating a stronger train in. | the rope M can be moved from position α to positions b and c. j The traction means M engages a bracket 12 hingedly connected to the levers 3, which is under the action of a spring 13, one end of which rests against the head of a rod hinged to the bracket 12, while its other end is against the! Frame 1 supports. The spring holds the frame 1 in the rest position according to FIG. 5, since the pull of the weight P is not sufficient to overcome the force of the spring 13 and to bring the device into the ready position. Rather, this happens by increasing the cable pull when the frame hits the stops 11, which fix the device in its initial position. The track brake is only effective for vehicles running in the direction of the arrow. The mode of operation of the device is as follows: If a vehicle arriving in the direction of the arrow is to be braked, the brake arm H, which is in position α in the rest position, is moved to position b or c. This increases the tension present in the rope M, and the parts located in the rest position according to FIG. 5, namely the toggle levers 3 and the resilient arms of the frame 1, are brought into the position according to FIG the action of the pull rope press against the rail webs. and the cams 9 lie in front of the frame piece 8, which is thus held in the position of use. The vehicle running against the track brake takes the entire device with it against the effect of the weight P, until after a certain braking distance has been covered by the hand lever H on the part of the brake attendant. Position α is brought back. The train still present in the rope M is not sufficient to overcome the resilient force of the arms of the frame 1 and the spring 13 and to keep the arms pressed against the rail. These rather return to the rest position (FIG. 5), the cams 9 release the frame piece 8, the car to be braked, but still moving slowly, pushes the part 8 and the levers 5 into the horizontal position against the action of the springs 10 (Fig. 6) and then runs freely over the device with the braked and the following axes, whereupon the frame piece 8 is erected again under the action of the springs 10. Now the counterweight P comes into action, which returns the track brake to the initial rest position, in which it rests against rail stops 11, which prevent further backward movement of the device and make it possible, by increasing the pull in the cable with the aid of the lever H, the device against the action of the spring 13 is brought back into the ready position. Pa te ν τ claims:

1. Track brake, in which a sliding piece is taken along by the rolling carriage which is connected to a stationary braking device by a rope, characterized in that by one on the slider after abutting against a stop (11) by means of the The rope exerted pull brought the slider into the ready position and through Reduction of the cable pull on the brake, the slider is uncoupled from the rolling carriage will.

2. Apparatus according to claim 1, characterized in that the slider from a U-shaped frame resting on the inner feet of the running rails (1) consists, whose resilient, laterally movable arms when tightening the rope . are pressed against the rail webs and by means of cams (9) by springs (10) Check the upright stops (7).

3. Fixed braking device for use in the track brake according to claim i, characterized in that the winding drum of the pull rope with a movably attached to the brake frame band brake is provided, so that by means of of the brake lever after applying the brake. Turning the winding drum exerted a pull on the rope can be.

1 sheet of drawings.