EP0038963B1 - Brake magnet for magnetic rail brakes of rail vehicles - Google Patents

Brake magnet for magnetic rail brakes of rail vehicles Download PDF

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Publication number
EP0038963B1
EP0038963B1 EP81102601A EP81102601A EP0038963B1 EP 0038963 B1 EP0038963 B1 EP 0038963B1 EP 81102601 A EP81102601 A EP 81102601A EP 81102601 A EP81102601 A EP 81102601A EP 0038963 B1 EP0038963 B1 EP 0038963B1
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EP
European Patent Office
Prior art keywords
rail
brake
inclined plane
angle
sliding face
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.)
Expired
Application number
EP81102601A
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German (de)
French (fr)
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EP0038963A1 (en
Inventor
Günter Tolksdorf
Uwe Kröger
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Knorr Bremse AG
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Knorr Bremse AG
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Publication date
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Priority to AT81102601T priority Critical patent/ATE6486T1/en
Publication of EP0038963A1 publication Critical patent/EP0038963A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B61H7/06—Skids
    • B61H7/08—Skids electromagnetically operated

Definitions

  • the invention relates to a rail brake magnet for magnetic rail brakes of rail vehicles, with a single or multi-unit brake shoe, the rigid or limited self-movable brake shoe members formed bow-shaped and through the excitation coil arranged with the longitudinal axis of the rail gripping in the rail longitudinal direction are arranged side by side, the brake shoe end members have at least one first inclined surface on their free end face on at least one pole side, which then extends inclined forward and upward on the horizontal sliding surface that can be placed on the rail surface, and which includes an acute angle with the rail surface of approximately 20 °, and wherein a second inclined surface is provided which extends next to the sliding surface and over part of the longitudinal extent of the first inclined surface, the second inclined surface extending at an angle to the longitudinal direction of the rail n the cutting line essentially laterally adjoins the sliding surface and the first inclined surface and runs rising towards the front.
  • Such a rail brake magnet is known from GB-A No. 474587.
  • the second inclined surface is relatively steeply inclined at an angle of approximately 60 °, the steepness of this second inclined surface closes an obstacle when the rail brake magnet runs against the side at high speed, as can occur when the rail switch magnet is quickly run over, and the rail brake magnet slides onto it Rail surface, it leads rather to damage the guide linkage of the rail brake magnet to its lateral displacement.
  • This known rail brake magnet also has a constant width over its entire length on its sliding surface that can be placed on the rail surface, the value of which is limited, as usual, by rail conditions, in particular rail curvatures and guide or wing rails arranged on the side of the rails. This rail brake magnet therefore tends to dip into the rail gaps when passing over the frog areas of switches, in particular with only small curve radii; At the end of these rail gaps, the rail brake magnet can run up laterally and then continue to act as an obstacle to the rail.
  • the connection point of the first inclined surface on the sliding surface is set back to the attachment area of an extension attached to the magnetic cheek end and projecting in the longitudinal direction of the rail, as a result of which the wear volume and the braking force of the rail brake magnet cannot be optimally developed.
  • the second inclined surface extends only over part of the longitudinal extent of the sliding surface and the intersection of the line of intersection of this second inclined surface with the sliding surface and the first inclined surface is not near the inner side boundary of the pole side, but in a central region of the pole side width; this hinders a favorable design of the second inclined surface.
  • DE-C No. 726914 deals with the problem of preventing the rail brake magnet from falling into the rail gaps of switches, at least for Vignol rails.
  • the rail brake magnet is provided in its end regions with projections which protrude towards the inside of the vehicle and which have a cam which engages in the flanged groove and which projects downwards and on the side thereof a sliding surface which can be placed on the surface of the guide or control arm rail.
  • Such approaches cannot be used in the usual rail network of railways, since there the guide rails are only present within certain, short sections of the route and, moreover, have different heights, particularly with switches.
  • these approaches inside the vehicle would not rule out a tilting of the rail brake magnet into the rail gap on switches with a small radius of curvature.
  • a rail brake magnet with some of the features mentioned above has become known.
  • the first inclined surface is very short in this rail brake magnet, it only extends over approximately% of the length of a projection projecting forward and forms an angle of approximately 30 ° with the rail surface, ie rises relatively steeply to the front.
  • the surface of the extension slopes downward at a flat angle of approximately 15 ° to the horizontal.
  • DE-A No. 2221051 discloses a rail brake magnet, the brake shoe end members of which do not have any extensions, but are provided on their underside with a combination of inclined surfaces, a first, relatively short inclined surface towards the free end of the brake shoe end member at an angle of 30 ° rises at an incline to the rail surface and where break edges are visible for further inclined surfaces that cannot be defined in their positions.
  • This design of the rail brake magnet results in a longer, active magnet length in the case of previous rail brake magnets of the same installation length, that is to say a longer and also wider sliding surface or contact surface on the rail surface;
  • the extension is about 10% for rail brake magnets with an active magnet length of about 1 m in new condition, and even much more for worn soles.
  • the rail brake magnet is not immersed in the switch gaps, or only slightly by non-dangerous amounts.
  • the arrangement and slight inclination of the inclined surfaces also ensures that the rail brake magnet slides easily and earlier onto the wing rails, even at high driving speeds.
  • the rail brake magnet is designed in accordance with the individual features of claims 4 to 9 or their combination of features, the rail brake magnet has particularly good sliding and guiding behavior, particularly in the area of switches and crossings.
  • the rail brake magnet has a series of limited self-movable, central brake shoe members 1, to each of which a brake shoe end member 2 is connected on both sides.
  • the brake shoe members 1 and brake shoe end members 2 are arranged side by side in the longitudinal direction of the rail.
  • the brake shoe members 1 and brake shoe end members 2 are designed in a bow-like manner, as is indicated in FIG. 3: the vertical central longitudinal plane 3 passes through and in the middle the dash-dot excitation coil 4 of the rail brake magnet, the axis of which runs horizontally and transversely to the longitudinal direction of the rail.
  • a web 5 of the brake shoe members and end members 1 and 2 likewise only indicated in FIG.
  • the brake members 1 and brake shoe end members 2 thus comprise part of the excitation coil, which is not visible in FIG. 1.
  • the brake shoe end members 2 have protruding extensions 9 on their free end faces in the longitudinal direction of the rail and are provided with inclined surfaces in their area, as will be explained in more detail below.
  • the brake shoe end members 2 have a pole side on each side of the excitation coil 4; in FIG. 3, a pole side 6 designed according to the innovation is shown in its arrangement with the excitation coil 4.
  • the opposite pole side not shown in FIG. 3, can be formed essentially in mirror image with the central longitudinal plane 3 as a mirror plane, which results in a completely symmetrical design of the rail brake magnet. 1 to 4, however, the opposite pole side can also be designed in a known, customary manner; it is then to be arranged on the pole side of the rail brake magnet facing the center of the vehicle.
  • each pole side 6 designed according to the innovation has a substantially vertical section, to which, on the one hand, as shown in FIG. 2 on the left, the pole sides of the brake shoe members 1 are connected at a certain distance and, if necessary, with partition walls.
  • the pole side 6 carries an extension 9 which tapers towards the front.
  • a first inclined surface 10 To the sliding surface that can be placed on the rail surface che 8 is followed by a first inclined surface 10, the connection point 11 of the first inclined surface 10 to the sliding surface 8 being approximately in the attachment area of the extension 9.
  • the first inclined surface 10 rises to the front, forming an acute angle between 10 and 25 °, preferably 15 °, with the rail surface.
  • a second inclined surface 12 connects essentially laterally to the sliding surface 8 and to the first inclined surface 10 and extends obliquely to the outside of the pole side 6 and ascending forwards over the entire length of the sliding surface 8 and approximately% of the longitudinal extent of the first inclined surface 10.
  • the second inclined surface 12 likewise forms an acute angle between 10 and 25 ° with the rail surface, this angle preferably also has an amount of 15 °.
  • the intersection line 13 between the sliding surface 8 and the second inclined surface 12 and the intersecting line 14 between the second inclined surface 12 and the first inclined surface 10 run at different angles in opposite directions to the rail longitudinal direction and intersect at a point which is close to the inner side boundary of the pole side 6 and thus at least almost designed the connection point 11 also point-like.
  • the length of the extension 9 is approximately% to% of the total length of the pole side 6 or the brake shoe end member 2.
  • the surface of the extension 9 is sloping towards the front, the angle of inclination y is approximately 30 °.
  • extension 9 with the inclined surface combination 10, 12 and 15 results in a large length of the sliding surface 8, based on the entire rail brake magnet, which increases rapidly as it wears out.
  • the inclined surfaces 10, 12 and 15 ensure easy and good sliding of the rail brake magnet on unevenness in the rail surfaces, as occurs in particular in the area of rail joints and the rail gaps at switches and crossings.
  • the inclined surfaces also ensure good guidance of the rail brake magnet around the wing rails present in the switch and crossing area, so that the sliding surface 8 can be made much wider than in previously known rail brake magnets: it is advisable to adjust the width of the sliding surface 8 at least of the vehicle exterior, if necessary also to dimension both pole sides of the brake shoe members 1 and brake shoe end members 2 with about 40 to 55 mm, preferably with about 48 mm. Despite this large width, there is no fear of the rail brake magnet starting hard against the wing rails.
  • the large length of the sliding surface 8 in connection with its large width ensures that the rail brake magnet cannot fall into the rail gaps of switch and crossing areas, or at most by much smaller amounts than previously known rail brake magnets, so that the crossing of switch and crossing areas also occurs actuated rail brake magnet is harmless and cannot lead to damage.
  • the inclined surfaces 10, 12 and 15 prevent the rail brake magnet from starting up hard on uneven rails or guide rails. Due to the large length and width of the sliding surface 8, which increases during wear, the rail brake magnet has an increased wear volume compared to previously known, same installation space-requiring rail brake magnets, so that it wears more slowly than the previously known rail brake magnets.
  • a fourth inclined surface 17 which then runs backwards and upwards against the sliding surface 8, optionally also inclined slightly to the side .
  • the angle of inclination of this fourth inclined surface 17 to the horizontal is of the order of 60 °.
  • the fourth inclined surface 17 precludes a hard start of the rear brake shoe end member 2 in the direction of travel on guide rails.
  • the rail brake magnet can be designed in the usual, known manner and therefore need not be described here.
  • the design of the brake shoe end members 2 with the extensions 9 and the inclined surface combination can be used particularly advantageously in the case of rail brake magnets in the link design described with individual members 1 and 2 which can move only to a limited extent;
  • the extensions 9 and the inclined surface combination accordingly in the case of rigidly designed rail brake magnets with only one brake shoe or rigidly held magnetic members, and thus there also by increasing and widening the contact area of the rail brake magnet on the rail surface with an increased wear volume and thus a longer operating time

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  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Dynamo-Electric Clutches, Dynamo-Electric Brakes (AREA)
  • Braking Arrangements (AREA)
  • Magnetic Treatment Devices (AREA)

Abstract

1. Rail-brake magnet for electromagnetic rail-brake for rail vehicles, comprising a single or multi-section brake-shoe whose brake-shoe sections (1, 2), which are rigid or capable of limited intrinsic movement, are shaped like a yoke and are arranged next to one another in the longitudinal rail direction, projecting through the exciting coil (4) positioned with its axis at right-angles to the longitudinal rail direction, the end brake-shoe sections (2) having at their free face at least one first inclined plane (10) at least one pole side (16), which inclined plane (10) extends forwards and upwards from the horizontal sliding face (8) which can be deposited onto the rail surface, and which plane (10) forms an acute angle (alpha) of about 20 degrees with the rail surface, and there being provided a second inclined plane (12) which extends next to the sliding face (8) and for part of the longitudinal extension of the first inclined plane (10), the second inclined plane (12) extending forwards and upwards and bordering essentially laterally on the sliding face (8) and the first inclined plane (10) with lines of intersection (13, 14) at a slanting angle to the longitudinal rail direction, characterized by the combination of features - that the angle (alpha) between the first inclined plane (10) and the rail surface amounts to between 10 and 25 degrees, - that the second inclined plane (12) extends at an angle of between about 10 and 25 degrees to the rail surface and at a slanting angle to the outside of the pole side (6) of the end brake-shoe section (2) and reaches at least approximately over the full longitudinal extension of the sliding face (8), - that, when the inclined planes (10) and (12) are arranged at only one side, they are located at the pole side (6) facing the outside of the vehicle, and - that the sliding face (8) of at least that pole side (6) of the end brake-shoe sections (2) that is at the outside of the vehicle is wider than the corresponding sliding face of the centre brake-shoe sections (1).

Description

Die Erfindung bezieht sich auf einen Schienenbremsmagnet für Magnetschienenbremsen von Schienenfahrzeugen, mit einem ein- oder mehrgliedrigen Bremsschuh, dessen starre oder begrenzt eigenbewegliche Bremsschuhglieder bügelartig ausgebildet und durch die mit zur Schienenlängsrichtung quer verlaufender Achse angeordnete Erregerspule greifend in Schienenlängsrichtung nebeneinander angeordnet sind, wobei die Bremsschuhendglieder an ihrer freien Stirnseite auf wenigstens einer Polseite wenigstens eine erste Schrägfläche aufweisen, die sich an die auf die Schienenoberfläche aufsetzbare, waagrechte Gleitfläche anschliessend geneigt nach vorne und oben erstreckt und die mit der Schienenoberfläche einen spitzen Winkel mit einem Betrag von etwa 20° einschliesst, und wobei eine zweite Schrägfläche vorgesehen ist, die sich neben der Gleitfläche und über einen Teil der Längserstreckung der ersten Schrägfläche erstreckt, wobei sich die zweite Schrägfläche mit schräg zur Schienenlängsrichtung verlaufenden Schnittgeraden im wesentlichen seitlich an die Gleitfläche und an die erste Schräfläche anschliesst und nach vorne ansteigend verläuft.The invention relates to a rail brake magnet for magnetic rail brakes of rail vehicles, with a single or multi-unit brake shoe, the rigid or limited self-movable brake shoe members formed bow-shaped and through the excitation coil arranged with the longitudinal axis of the rail gripping in the rail longitudinal direction are arranged side by side, the brake shoe end members have at least one first inclined surface on their free end face on at least one pole side, which then extends inclined forward and upward on the horizontal sliding surface that can be placed on the rail surface, and which includes an acute angle with the rail surface of approximately 20 °, and wherein a second inclined surface is provided which extends next to the sliding surface and over part of the longitudinal extent of the first inclined surface, the second inclined surface extending at an angle to the longitudinal direction of the rail n the cutting line essentially laterally adjoins the sliding surface and the first inclined surface and runs rising towards the front.

Ein derartiger Schienenbremsmagnet ist aus der GB-A Nr. 474587 bekannt. Die zweite Schrägfläche verläuft hierbei relativ steil unter einem Winkel von etwa 60° geneigt, die Steilheit dieser zweiten Schrägfläche schliesst beim seitlichen Anlaufen des Schienenbremsmagneten mit hoher Geschwindigkeit an ein Hindernis, wie es beim schnellen Überfahren von Schienenweichen auftreten kann, ein Aufgleiten des Schienenbremsmagneten auf die Schienenoberfläche aus, sie führt vielmehr unter Beschädigung des Führungsgestänges des Schienenbremsmagneten zu dessen seitlichem Abdrängen. Dieser bekannte Schienenbremsmagnet weist zudem an seiner auf die Schienenoberfläche aufsetzbaren Gleitfläche über seine ganze Länge eine konstante Breite auf, deren Wert wie üblich durch Schienengegebenheiten, insbesondere Schienenkrümmungen und seitlich der Fahrschienen angeordnete Führungs- oder Flügelschienen, begrenzt ist. Dieser Schienenbremsmagnet neigt daher beim Überfahren der Herzstückbereiche von insbesondere nur geringe Kurvenradien aufweisenden Weichen zum Eintauchen in die Schienenlücken; am Ende dieser Schienenlücken kann es zum vorstehend erwähnten, seitlichen Auflaufen des Schienenbremsmagneten an die dann als Hindernis wirkende Fortsetzung der Fahrschiene kommen.Such a rail brake magnet is known from GB-A No. 474587. The second inclined surface is relatively steeply inclined at an angle of approximately 60 °, the steepness of this second inclined surface closes an obstacle when the rail brake magnet runs against the side at high speed, as can occur when the rail switch magnet is quickly run over, and the rail brake magnet slides onto it Rail surface, it leads rather to damage the guide linkage of the rail brake magnet to its lateral displacement. This known rail brake magnet also has a constant width over its entire length on its sliding surface that can be placed on the rail surface, the value of which is limited, as usual, by rail conditions, in particular rail curvatures and guide or wing rails arranged on the side of the rails. This rail brake magnet therefore tends to dip into the rail gaps when passing over the frog areas of switches, in particular with only small curve radii; At the end of these rail gaps, the rail brake magnet can run up laterally and then continue to act as an obstacle to the rail.

Weiterhin befindet sich beim bekannten Schienenbremsmagnet nach der GB-A Nr. 474587 die Anschlussstelle der ersten Schrägfläche an die Gleitfläche zurückversetzt zum Ansatzbereich eines an das Magnetwangenende angesetzten, in Schienenlängsrichtung vorspringenden Fortsatzes, wodurch das Verschleissvolumen und die Bremskraft des Schienenbremsmagneten nicht optimal ausgebildet werden können. Die zweite Schrägfläche erstreckt sich beim bekannten Schienenbremsmagnet nur über einen Teil der Längserstreckung der Gleitfläche und der Schnittpunkt der Schnittgeraden dieser zweiten Schrägfläche mit der Gleitfläche und der ersten Schrägfläche liegt nicht nahe der inneren Seitenbegrenzung der Polseite, sondern in einem mittleren Bereich der Polseitenbreite; hierdurch wird eine günstige Gestaltung der zweiten Schrägfläche behindert.Furthermore, in the known rail brake magnet according to GB-A No. 474587, the connection point of the first inclined surface on the sliding surface is set back to the attachment area of an extension attached to the magnetic cheek end and projecting in the longitudinal direction of the rail, as a result of which the wear volume and the braking force of the rail brake magnet cannot be optimally developed. In the known rail brake magnet, the second inclined surface extends only over part of the longitudinal extent of the sliding surface and the intersection of the line of intersection of this second inclined surface with the sliding surface and the first inclined surface is not near the inner side boundary of the pole side, but in a central region of the pole side width; this hinders a favorable design of the second inclined surface.

Die DE-C Nr. 726914 befasst sich mit dem Problem, ein Einfallen des Schienenbremsmagneten in die Schienenlücken von Weichen wenigstens bei Vignolschienen zu vermeiden. Der Schienenbremsmagnet wird hierzu in seinen Endbereichen mit zur Fahrzeuginnenseite vorspringenden Ansätzen versehen, welche einen in die Spurkranzrille eingreifenden, nach unten vorspringenden Nokken und seitlich hiervon eine auf die oberfläche der Führungs- bzw. Radlenkerschiene aufsetzbare Gleitfläche aufweisen. Derartige Ansätze sind jedoch im üblichen Schienennetz von Eisenbahnen nicht verwendbar, da dort die Führungsschiene nur innerhalb bestimmter, kurzer Streckenabschnitte vorhanden sind und zudem - besonders bei Weichen - unterschiedliche Höhe aufweisen. Zudem würden diese fahrzeuginnenseitigen Ansätze ein Einkippen des Schienenbremsmagneten in die Schienenlücke bei Weichen mit geringem Krümmungsradius nicht ausschliessen.DE-C No. 726914 deals with the problem of preventing the rail brake magnet from falling into the rail gaps of switches, at least for Vignol rails. For this purpose, the rail brake magnet is provided in its end regions with projections which protrude towards the inside of the vehicle and which have a cam which engages in the flanged groove and which projects downwards and on the side thereof a sliding surface which can be placed on the surface of the guide or control arm rail. Such approaches, however, cannot be used in the usual rail network of railways, since there the guide rails are only present within certain, short sections of the route and, moreover, have different heights, particularly with switches. In addition, these approaches inside the vehicle would not rule out a tilting of the rail brake magnet into the rail gap on switches with a small radius of curvature.

Mit Fig. 12 der DE-A Nr. 2112359 ist ein Schienenbremsmagnet mit einigen der eingangs genannten Merkmale bekanntgeworden. Die erste Schrägfläche ist bei diesem Schienenbremsmagnet sehr kurz ausgebildet, sie erstreckt sich nur über etwa % der Länge eines nach vorne vorspringenden Fortsatzes und schliesst mit der Schienenoberfläche einen Winkel von etwa 30° ein, steigt also relativ steil nach vorne an. Die Oberfläche des Fortsatzes fällt bei diesem bekannten Schienenbremsmagneten unter einem flachen Winkel von etwa 15° zur Horizontalen geneigt nach vorne ab.12 of DE-A No. 2112359, a rail brake magnet with some of the features mentioned above has become known. The first inclined surface is very short in this rail brake magnet, it only extends over approximately% of the length of a projection projecting forward and forms an angle of approximately 30 ° with the rail surface, ie rises relatively steeply to the front. In the case of this known rail brake magnet, the surface of the extension slopes downward at a flat angle of approximately 15 ° to the horizontal.

Mit der DE-A Nr. 2221051 ist ein Schienenbremsmagnet bekanntgeworden, dessen Bremsschuhendglieder zwar keine Fortsätze aufweisen, an ihrer Unterseite jedoch mit einer Kombination von Schrägflächen versehen sind, wobei eine erste, relativ kurze Schrägfläche zum freien Ende des Bremsschuhendgliedes hin unter einem Winkel von 30° zur Schienenoberfläche geneigt ansteigt und wobei Bruchkanten für weitere, in ihren Lagen jedoch nicht definierbare Schrägflächen ersichtlich sind.DE-A No. 2221051 discloses a rail brake magnet, the brake shoe end members of which do not have any extensions, but are provided on their underside with a combination of inclined surfaces, a first, relatively short inclined surface towards the free end of the brake shoe end member at an angle of 30 ° rises at an incline to the rail surface and where break edges are visible for further inclined surfaces that cannot be defined in their positions.

Mit diesen und ähnlichen, aus der DE-C Nr. 641363 oder FR-A Nr. 846525 bekannten Schienenbremsmagneten konnten die beim Überfahren von Weichen auftretenden Probleme nicht sicher gelöst werden, da anhand von Versuchen festgestellt werden konnte, dass bei den bekannten Schienenbremsmagneten ein Einfallen in beispielsweise die Schienenlücke im Bereich des Herzstückes bei Schienenweichen möglich ist. Ausserdem konnten die bekannten Schienenbremsmagnete Schwierigkeiten beim Aufgleiten auf die Flügelschiene bereiten.With these and similar rail brake magnets known from DE-C No. 641363 or FR-A No. 846525, the problems occurring when crossing switches were not reliably solved, since tests have shown that the known rail brake magnets engage in for example the rail gap in the area of At the heart of rail switches is possible. In addition, the known rail brake magnets could cause difficulties when sliding on the wing rail.

Der Erfindung liegt die Aufgabe zugrunde, einen Schienenbremsmagnet der eingangs genannten Art derart auszubilden, dass er bei selbstverständlich anzustrebenden, guten Brems- und Verschleisseigenschaften nicht oder höchstens um ungefährliche Beträge in die Weichenlücke an Herzstücken von Schienenweichen oder -kreuzungen einfallen kann und ein besseres Verhalten beim Aufgleiten auf die Flügelschiene aufweist. Diese Aufgabe wird nach der Erfindung durch die Kombination der Merkmale gelöst,

  • - dass der Winkel zwischen der ersten Schrägfläche und der Schienenoberfläche einen Betrag zwischen 10 und 25°, vorzugsweise etwa 15°, aufweist,
  • - dass die zweite Schrägfläche unter einem Winkel zwischen etwa 10 und 25°, vorzugsweise etwa 15°, zur Schienenoberfläche und schräg zur Aussenseite der Polseite des Bremsschuhendgliedes verläuft und sich wenigstens annähernd über die ganze Längserstreckung der Gleitfläche erstreckt,
  • - dass bei nur einseitiger Anordnung der Schrägflächen diese sich an der der Fahrzeuginnenseite zugewandten Polseite befinden, und
  • - dassdieGleitflächezumindestderfahrzeugaussenseitigen Polseite der Bremsschuhendglieder breiter als die entsprechende Gleitfläche der mittleren Bremsschuhglieder ist.
The invention is based on the object of designing a rail brake magnet of the type mentioned in such a way that it cannot, or at best by safe amounts, fall into the switch gap at the heart of rail switches or crossings and, if desired, good braking and wear properties, and better behavior when Has sliding on the wing rail. According to the invention, this object is achieved by the combination of the features,
  • that the angle between the first inclined surface and the rail surface has an amount between 10 and 25 °, preferably about 15 °,
  • that the second inclined surface extends at an angle between approximately 10 and 25 °, preferably approximately 15 °, to the rail surface and obliquely to the outside of the pole side of the brake shoe end member and extends at least approximately over the entire longitudinal extent of the sliding surface,
  • - That if the inclined surfaces are only arranged on one side, they are located on the pole side facing the inside of the vehicle, and
  • - that the sliding surface on at least the vehicle outer pole side of the brake shoe end members is wider than the corresponding sliding surface of the middle brake shoe members.

Es ist besonders vorteilhaft, wenn die Gleitfläche gemäss dem Patentanspruch 2 verbreitert und gemäss dem Patentanspruch 3 verlängert wird.It is particularly advantageous if the sliding surface is widened according to claim 2 and extended according to claim 3.

Durch diese Ausbildung des Schienenbremsmagneten ergibt sich bei zu bisherigen Schienenbremsmagneten gleicher Einbaulänge eine längere, aktive Magnetlänge, also längere und dazu auch noch breitere Gleitfläche bzw. Aufstandsfläche auf der Schienenoberfläche; die Verlängerung beträgt bei Schienenbremsmagneten mit einer aktiven Magnetlänge von etwa 1 m im Neuzustand etwa 10%, bei verschlissenen Sohlen sogar noch wesentlich mehr. Infolge dieser Vergrösserung der Gleitfläche taucht der Schienenbremsmagnet nicht oder nur gering um ungefährliche Beträge in die Weichenlücken ein. Die Anordnung und geringe Neigung der Schrägflächen gewährleistet auch bei hohen Fahrgeschwindigkeiten ausserdem ein leichtes und früheres Aufgleiten des Schienenbremsmagneten auf die Flügelschienen.This design of the rail brake magnet results in a longer, active magnet length in the case of previous rail brake magnets of the same installation length, that is to say a longer and also wider sliding surface or contact surface on the rail surface; The extension is about 10% for rail brake magnets with an active magnet length of about 1 m in new condition, and even much more for worn soles. As a result of this enlargement of the sliding surface, the rail brake magnet is not immersed in the switch gaps, or only slightly by non-dangerous amounts. The arrangement and slight inclination of the inclined surfaces also ensures that the rail brake magnet slides easily and earlier onto the wing rails, even at high driving speeds.

Bei einer Ausbildung des Schienenbremsmagneten entsprechend den einzelnen Merkmalen der Patentansprüche 4 bis 9 oder deren Merkmalskombination ergibt sich ein besonders gutes Gleit-und Führungsverhalten des Schienenbremsmagneten insbesondere auch im Weichen- und Kreuzungsbereich.If the rail brake magnet is designed in accordance with the individual features of claims 4 to 9 or their combination of features, the rail brake magnet has particularly good sliding and guiding behavior, particularly in the area of switches and crossings.

Weitere, vorteilhafte Merkmale gemäss der Erfindung können den weiteren Patentansprüchen entnommen werden.Further advantageous features according to the invention can be found in the further patent claims.

In der Zeichnung ist ein Ausführungsbeispiel eines nach der Erfindung ausgebildeten Schienenbremsmagneten dargestellt, und zwar zeigt

  • Fig. 1 eine Seitenansicht des Schienenbremsmagneten,
  • Fig. 2 eine Seitenansicht einer Polseite eines Bremsschuhendgliedes des Schienenbremsmagneten in vergrössertem Massstab,
  • Fig. 3 eine Rückansicht der Polseite nach Fig. 2, und
  • Fig. 4 eine Aufsicht auf die Polseite.
In the drawing, an embodiment of a rail brake magnet designed according to the invention is shown, and that shows
  • 1 is a side view of the rail brake magnet,
  • 2 is a side view of a pole side of a brake shoe end member of the rail brake magnet on an enlarged scale,
  • Fig. 3 is a rear view of the pole side of FIG. 2, and
  • Fig. 4 is a plan view of the pole side.

Gemäss Fig. 1 weist der Schienenbremsmagnet eine Reihe von begrenzt eigenbeweglichen, mittleren Bremsschuhgliedern 1 auf, an welche sich beiderseits je ein Bremsschuhendglied 2 anschliesst. Die Bremsschuhglieder 1 und Bremsschuhendglieder 2 sind in Schienenlängsrichtung nebeneinander angeordnet. Im Querschnitt sind die Bremsschuhglieder 1 und Bremsschuhendglieder 2 bügelartig ausgebildet, wie es in Fig. 3 angedeutet ist: Die vertikale Mittellängsebene 3 durchsetzt quer und mittig die strichpunktiert angedeutete Erregerspule 4 des Schienenbremsmagneten, deren Achse waagrecht und quer zur Schienenlängsrichtung verläuft. Ein in Fig. 3 ebenfalls nur angedeuteter Steg 5 der Bremsschuhglieder und -endglieder 1 und 2 durchsetzt den von der Erregerspule 4 umschlossenen Kernraum und an den Steg 5 schliesst sich beiderseits je eine abwärtsragende Polseite 6 an, zwischen welchen sich ein Wicklungsteil 7 der Erregerspule 4 befindet, welche unterhalb des Wicklungsteiles 7 sich bis auf einen geringen Abstand einander annähern und an ihrer Unterseite mit einer Gleitfläche 8, welche auf die Schienenoberfläche aufsetzbar ist, enden. Die Bremsglieder 1 und Bremsschuhendglieder 2 umfassen also einen Teil der in Fig. 1 nicht sichtbaren Erregerspule. Die Bremsschuhendglieder 2 weisen an ihren freien Stirnseiten in Schienenlängsrichtung vorspringende Fortsätze 9 auf und sind in deren Bereich mit Schrägflächen versehen, wie nachfolgend näher erläutert wird.1, the rail brake magnet has a series of limited self-movable, central brake shoe members 1, to each of which a brake shoe end member 2 is connected on both sides. The brake shoe members 1 and brake shoe end members 2 are arranged side by side in the longitudinal direction of the rail. In cross section, the brake shoe members 1 and brake shoe end members 2 are designed in a bow-like manner, as is indicated in FIG. 3: the vertical central longitudinal plane 3 passes through and in the middle the dash-dot excitation coil 4 of the rail brake magnet, the axis of which runs horizontally and transversely to the longitudinal direction of the rail. A web 5 of the brake shoe members and end members 1 and 2, likewise only indicated in FIG. 3, penetrates the core space enclosed by the excitation coil 4, and the web 5 is adjoined on both sides by a downwardly projecting pole side 6, between which a winding part 7 of the excitation coil 4 is connected is located below the winding part 7 close to each other to a small distance and end on its underside with a sliding surface 8 which can be placed on the rail surface. The brake members 1 and brake shoe end members 2 thus comprise part of the excitation coil, which is not visible in FIG. 1. The brake shoe end members 2 have protruding extensions 9 on their free end faces in the longitudinal direction of the rail and are provided with inclined surfaces in their area, as will be explained in more detail below.

Die Bremsschuhendglieder 2 weisen beiderseits der Erregerspule 4 je eine Polseite auf, in Fig. 3 ist eine nach der Neuerung ausgebildete Polseite 6 in ihrer Anordnung zur Erregerspule 4 dargestellt. Die gegenüberliegende, in Fig. 3 nicht dargestellte Polseite kann im wesentlichen spiegelbildlich mit der Mittellängsebene 3 als Spiegelebene ausgebildet sein, wodurch sich eine völlig symmetrische Ausbildung des Schienenbremsmagneten ergibt. Die gegenüberliegende Polseite kann jedoch auch abweichend von Fig. 1 bis 4 in bekannter, üblicher Art ausgebildet sein, sie ist dann auf der der Fahrzeugmitte zugewandten Polseite des Schienenbremsmagneten anzuordnen.The brake shoe end members 2 have a pole side on each side of the excitation coil 4; in FIG. 3, a pole side 6 designed according to the innovation is shown in its arrangement with the excitation coil 4. The opposite pole side, not shown in FIG. 3, can be formed essentially in mirror image with the central longitudinal plane 3 as a mirror plane, which results in a completely symmetrical design of the rail brake magnet. 1 to 4, however, the opposite pole side can also be designed in a known, customary manner; it is then to be arranged on the pole side of the rail brake magnet facing the center of the vehicle.

Gemäss Fig. 2 bis 4 weist jede nach der Neuerung ausgebildete Polseite 6 einen im wesentlichen vertikal verlaufenden Abschnitt auf, an welchen sich einerseits, gemäss Fig. 2 links, die Polseiten der Bremsschuhglieder 1 mit gewissem Abstand und gegebenenfalls unter Zwischenordnung von Trennwänden anschliessen. Andererseits trägt die Polseite 6 einen Fortsatz 9, welcher sich nach vorne verjüngend ausgebildet ist. An die auf die Schienenoberfläche aufsetzbare Gleitfläche 8 schliesst sich eine erste Schrägfläche 10 an, wobei die Anschlussstelle 11 der ersten Schrägfläche 10 an die Gleitfläche 8 sich etwa im Ansatzbereich des Fortsatzes 9 befindet. Die erste Schrägfläche 10 verläuft nach vorne ansteigend, wobei sie mit der Schienenoberfläche einen spitzen Winkel zwischen 10 und 25°, vorzugsweise von 15°, einschliesst. Eine zweite Schrägfläche 12 schliesst sich im wesentlichen seitlich an die Gleitfläche 8 und an die erste Schrägfläche 10 an und erstreckt sich schräg zur Aussenseite der Polseite 6 und nach vorne ansteigend über die ganze Länge der Gleitfläche 8 und etwa % der Längserstreckung der ersten Schrägfläche 10. Die zweite Schrägfläche 12 schliesst ebenfalls einen spitzen Winkel zwischen 10 und 25° mit der Schienenoberfläche ein, vorzugsweise weist dieser Winkel ebenfalls einen Betrag von 15° auf. Die Schnittgerade 13 zwischen der Gleitfläche 8 und der zweiten Schrägfläche 12 und die Schnittgerade 14 zwischen der zweiten Schrägfläche 12 und der ersten Schrägfläche 10 verlaufen unter unterschiedlichen Winkeln entgegengesetzt geneigt zur Schienenlängsrichtung und schneiden sich in einem Punkt, welcher nahe der inneren Seitenbegrenzung der Polseite 6 liegt und somit wenigstens nahezu die Anschlussstelle 11 ebenfalls punktartig gestaltet. Die Länge des Fortsatzes 9 beträgt etwa % bis % der Gesamtlänge der Polseite 6 bzw. des Bremsschuhendgliedes 2. Seitlich am Fortsatz 9 befindet sich eine im wesentlichen vertikal verlaufende, dritte Schrägfläche 15, welche etwa im Wurzelbereich des Fortsatzes 9 an der Aussenseite der Polseite 6 bzw. des Bremsschuhendgliedes 2 beginnt und sich nach vorne schräg zur vertikalen Mittellängsebene 3 des Bremsschuhendgliedes 2 hin geneigt erstreckt, der Neigungswinkel β zur Mittellängsebene 3 beträgt dabei zwischen 10 und 25°, vorzugsweise etwa 15°, und die dritte Schrägfläche 15 endet somit in noch grossem Abstand zur Mittellängsebene 3. Die Oberfläche des Fortsatzes 9 ist nach vorne abfallend ausgebildet, der Neigungswinkel y beträgt etwa 30°.According to FIGS. 2 to 4, each pole side 6 designed according to the innovation has a substantially vertical section, to which, on the one hand, as shown in FIG. 2 on the left, the pole sides of the brake shoe members 1 are connected at a certain distance and, if necessary, with partition walls. On the other hand, the pole side 6 carries an extension 9 which tapers towards the front. To the sliding surface that can be placed on the rail surface che 8 is followed by a first inclined surface 10, the connection point 11 of the first inclined surface 10 to the sliding surface 8 being approximately in the attachment area of the extension 9. The first inclined surface 10 rises to the front, forming an acute angle between 10 and 25 °, preferably 15 °, with the rail surface. A second inclined surface 12 connects essentially laterally to the sliding surface 8 and to the first inclined surface 10 and extends obliquely to the outside of the pole side 6 and ascending forwards over the entire length of the sliding surface 8 and approximately% of the longitudinal extent of the first inclined surface 10. The second inclined surface 12 likewise forms an acute angle between 10 and 25 ° with the rail surface, this angle preferably also has an amount of 15 °. The intersection line 13 between the sliding surface 8 and the second inclined surface 12 and the intersecting line 14 between the second inclined surface 12 and the first inclined surface 10 run at different angles in opposite directions to the rail longitudinal direction and intersect at a point which is close to the inner side boundary of the pole side 6 and thus at least almost designed the connection point 11 also point-like. The length of the extension 9 is approximately% to% of the total length of the pole side 6 or the brake shoe end member 2. On the side of the extension 9 there is an essentially vertical third inclined surface 15, which is approximately in the root region of the extension 9 on the outside of the pole side 6 or the brake shoe end member 2 begins and extends obliquely towards the front towards the vertical central longitudinal plane 3 of the brake shoe end member 2, the angle of inclination β to the central longitudinal plane 3 is between 10 and 25 °, preferably approximately 15 °, and the third inclined surface 15 thus ends in large distance from the central longitudinal plane 3. The surface of the extension 9 is sloping towards the front, the angle of inclination y is approximately 30 °.

Durch die besondere Ausbildung des Fortsatzes 9 mit der Schrägflächenkombination 10, 12 und 15 ergibt sich, bezogen auf den ganzen Schienenbremsmagneten, eine grosse Länge der Gleitfläche 8, welche bei Verschleiss noch rasch grösser wird. Zugleich gewährleisten die Schrägflächen 10, 12 und 15 ein leichtes und gutes Aufgleiten des Schienenbremsmagneten auf Unebenheiten der Schienenoberflächen, wie sie insbesondere im Bereich von Schienenstössen und der Schienenlücken bei Weichen und Kreuzungen auftreten. Die Schrägflächen gewährleisten dabei auch eine gute Führung des Schienenbremsmagneten um die im Weichen- und Kreuzungsbereich vorhandenen Flügelschienen, so dass die Gleitfläche 8 wesentlich breiter als bei bisher bekannten Schienenbremsmagneten ausgebildet werden kann: Es ist zweckmässig, die Breite der Gleitfläche 8 wenigstens der fahrzeugäusseren, gegebenenfalls auch beider Polseiten der Bremsschuhglieder 1 und Bremsschuhendglieder 2 mit etwa 40 bis 55 mm, vorzugsweise mit etwa 48 mm zu bemessen. Trotz dieser grossen Breite ist kein hartes Anlaufen des Schienenbremsmagneten an die Flügelschienen zu befürchten. Die grosse Länge der Gleitfläche 8 in Verbindung mit deren grosser Breite gewährleistet, dass der Schienenbremsmagnet nicht oder höchstens um wesentlich kleinere Beträge als bisher bekannte Schienenbremsmagnete in die Schienenlücken von Weichen- und Kreuzungsbereichen einfallen kann, so dass das Überfahren von Weichen- und Kreuzungsbereichen auch bei betätigtem Schienenbremsmagnet ungefährlich ist und zu keinen Beschädigungen führen kann. Die Schrägflächen 10,12 und 15 verhindern ein hartes Anlaufen des Schienenbremsmagneten an Schienenunebenheiten bzw. Führungsschienen. Durch die grosse, während des Verschleisses sich noch vergrössernde Länge und auch Breite der Gleitfläche 8 weist der Schienenbremsmagnet gegenüber bisher bekannten, gleichen Einbauraum erfordernden Schienenbremsmagneten ein vergrössertes Verschleissvolumen auf, so dass er langsamer als die bisher bekannten Schienenbremsmagnete verschleisst.The special design of the extension 9 with the inclined surface combination 10, 12 and 15 results in a large length of the sliding surface 8, based on the entire rail brake magnet, which increases rapidly as it wears out. At the same time, the inclined surfaces 10, 12 and 15 ensure easy and good sliding of the rail brake magnet on unevenness in the rail surfaces, as occurs in particular in the area of rail joints and the rail gaps at switches and crossings. The inclined surfaces also ensure good guidance of the rail brake magnet around the wing rails present in the switch and crossing area, so that the sliding surface 8 can be made much wider than in previously known rail brake magnets: it is advisable to adjust the width of the sliding surface 8 at least of the vehicle exterior, if necessary also to dimension both pole sides of the brake shoe members 1 and brake shoe end members 2 with about 40 to 55 mm, preferably with about 48 mm. Despite this large width, there is no fear of the rail brake magnet starting hard against the wing rails. The large length of the sliding surface 8 in connection with its large width ensures that the rail brake magnet cannot fall into the rail gaps of switch and crossing areas, or at most by much smaller amounts than previously known rail brake magnets, so that the crossing of switch and crossing areas also occurs actuated rail brake magnet is harmless and cannot lead to damage. The inclined surfaces 10, 12 and 15 prevent the rail brake magnet from starting up hard on uneven rails or guide rails. Due to the large length and width of the sliding surface 8, which increases during wear, the rail brake magnet has an increased wear volume compared to previously known, same installation space-requiring rail brake magnets, so that it wears more slowly than the previously known rail brake magnets.

Am hinteren, den Bremsschuhgliedern 1 zugewandten Ende zumindest einer Polseite 6 der Bremsschuhendglieder 2, vorzugsweise zumindest an der fahrzeuginneren Polseite, befindet sich eine vierte Schrägfläche 17, die anschliessend an die Gleitfläche 8 nach rückwärts und oben ansteigend, gegebenenfalls zusätzlich etwas zur Seite geneigt, verläuft. Der Steigungswinkel dieser vierten Schrägfläche 17 zur Horizontalen liegt in der Grössenordnung von 60°. Die vierte Schrägfläche 17 schliesst ein hartes Anlaufen des in Fahrtrichtung hinteren Bremsschuhendgliedes 2 an Führungsschienen aus.At the rear end, facing the brake shoe members 1, of at least one pole side 6 of the brake shoe end members 2, preferably at least on the vehicle inner pole side, there is a fourth inclined surface 17, which then runs backwards and upwards against the sliding surface 8, optionally also inclined slightly to the side . The angle of inclination of this fourth inclined surface 17 to the horizontal is of the order of 60 °. The fourth inclined surface 17 precludes a hard start of the rear brake shoe end member 2 in the direction of travel on guide rails.

Im übrigen kann der Schienenbremsmagnet in üblicher, bekannter Weise ausgebildet sein und braucht daher hier nicht beschrieben zu werden. Es ist noch zu erwähnen, dass die Ausbildung der Bremsschuhendglieder 2 mit den Fortsätzen 9 und der Schrägflächenkombination besonders vorteilhaft bei Schienenbremsmagneten in der beschriebenen Gliederbauart mit begrenzt eigenbeweglichen Einzelgliedern 1 bzw. 2 verwendbar ist; es ist aber selbstverständlich auch möglich, die Fortsätze 9 und die Schrägflächenkombination entsprechend bei starr ausgebildeten Schienenbremsmagneten mit nur einem Bremsschuh oder starr gehaltenen Magnetgliedern anzuordnen und somit auch dort durch Verlängern und Verbreitern der Aufstandsfläche des Schienenbremsmagneten auf der Schienenoberfläche ein vergrössertes Verschleissvolumen und somit längere Betriebszeit des Schienenbremsmagneten zu erreichen. Selbstverständlich ist es auch möglich, die Polseiten 6 mit auswechselbaren Polschuhen zu versehen, wie es aus der bereits erwähnten DE-A Nr. 2221051 bekannt ist.Otherwise, the rail brake magnet can be designed in the usual, known manner and therefore need not be described here. It should also be mentioned that the design of the brake shoe end members 2 with the extensions 9 and the inclined surface combination can be used particularly advantageously in the case of rail brake magnets in the link design described with individual members 1 and 2 which can move only to a limited extent; However, it is of course also possible to arrange the extensions 9 and the inclined surface combination accordingly in the case of rigidly designed rail brake magnets with only one brake shoe or rigidly held magnetic members, and thus there also by increasing and widening the contact area of the rail brake magnet on the rail surface with an increased wear volume and thus a longer operating time To achieve rail brake magnets. Of course, it is also possible to provide the pole faces 6 with interchangeable pole shoes, as is known from DE-A No. 2221051 already mentioned.

Bei gleichartiger Ausbildung aller Polseiten der Bremsschuhendglieder entsprechend der Polseite 6 ergibt sich infolge geringer Anzahl unterschiedlicher Polseiten sowie symmetrisch ausgebildeter Schienenbremsmagnete eine vereinfachte Herstellung und Lagerhaltung, diese gleichartige Ausbildung ist daher besonders zweckmässig.

Figure imgb0001
With a similar design of all pole sides of the brake shoe end members corresponding to the pole side 6, a simplified manufacture results as a result of the small number of different pole sides and symmetrically designed rail brake magnets position and storage, this similar training is therefore particularly useful.
Figure imgb0001

Claims (12)

1. Rail-brake magnet for electromagnetic rail-brake for rail vehicles, comprising a single or multi-section brake-shoe whose brake-shoe sections (1,2), which are rigid or capable of limited intrinsic movement, are shaped like a yoke and are arranged next to one another in the longitudinal rail direction, projecting through the exciting coil (4) positioned with its axis at right-angles to the longitudinal rail direction, the end brake-shoe sections (2) having at their free face at least one first inclined plane (10) at at least one pole side (16), which inclined plane (10) extends forwards and upwards from the horizontal sliding face (8) which can be deposited onto the rail surface, and which plane (10) forms an acute angle (a) of about 20° with the rail surface, and there being provided a second inclined plane (12) which extends next to the sliding face (8) and for part of the longitudinal extension of the first inclined plane (10), the second inclined plane (12) extending forwards and upwards and bordering essentially laterally on the sliding face (8) and the first inclined plane (10) with lines of intersection (13,14) at a slanting angle to the longitudinal rail direction, characterized by the combination of features
- that the angle (a) between the first inclined plane (10) and the rail surface amounts to between 10 and 25°,
- that the second inclined plane (12) extends at an angle of between about 10 and 25° to the rail surface and at a slanting angle to the outside of the pole side (6) of the end brake-shoe section (2) and reaches at least approximately over the full longitudinal extension of the sliding face (8),
- that, when the inclined planes (10) and (12) are arranged at only one side, they are located at the pole side (6) facing the outside of the vehicle, and
- that the sliding face (8) of at least that pole side (6) of the end brake-shoe sections (2) that is at the outside of the vehicle is wider than the corresponding sliding face of the centre brake-shoe sections (1).
2. Rail-brake magnet as defined in claim 1, wherein the sliding face (8) of at least that pole side (6) of the end brake-shoe section that is at the outside of the vehicle, being broader than the sliding face of the centre brake-shoe sections (1), is about 40 to 55 mm wide, preferably about 48 mm.
3. Rail-brake magnet as defined in claim 1 or 2, the end brake-shoe sections (2) having at their free face, at at least one pole side (6), an extension (9) projecting in the longitudinal rail direction, which extension (9) is tapered off forwards by the shape of the inclined planes (10,15), wherein the connection (11) of the first inclined plane (10) to the sliding face (8) is located at least approximately in the starting area of that extension (9) of the end brake-shoe section (2) that is positioned at least at the pole side (6) which is at the outside of the vehicle.
4. Rail-brake magnet as defined in one or more of claims 1,2 and 3, wherein the first inclined plane (10) forms an angle (a) of about 15° to the rail surface.
5. Rail-brake magnet as defined in one or more of claims 1 to 4, wherein the second inclined plane (12) forms an angle of about 15° to the rail surface.
6. Rail-brake magnet as defined in one or more of the preceding claims, wherein the lines of intersection (13, 14) between the sliding face (8) and the second inclined plane (12), and also between the first and second inclined planes (10, 12), intersect at a point (connection 11) positioned at least close to the inner side-border of the pole side (6).
7. Rail-brake magnet as defined in claim 3, wherein the length of the extension (9) is at least '/3, yet at most %, of the total length of the end brake-shoe section (2).
8. Rail-brake magnet as defined in one or more of the preceding claims, wherein there is a third, essentially vertical inclined plane (15) which, on the outside of the end brake-shoe section (2), is inclined forwards at a slanting angle to the vertical centre longitudinal plane (3) of the end brake-shoe section (2), beginning - in the presence of the extension (9) - at least approximately in the starting area of this extension (9) and forming a side wall of the extension (9).
9. Rail-brake magnet as defined in claim 8, wherein the third inclined plane (15) is inclined at an angle (β) of between 10 and 25°, preferably about 15°, to the longitudinal direction of the rail-brake magnet.
10. Rail-brake magnet as defined in one or more of the preceding claims, the extension (9) having a surface sloping off forwards, wherein the surface (16) slopes off forwards at an angle (y) of about 30° to the horizontal.
11. Rail-brake magnetas defined in one or more of the preceding claims, wherein at the rear end of the end brake-shoe sections (2), a fourth inclined plane (17) extending slantingly backwards and upwards from the sliding face (8) is provided on at least that pole side (6) that is at the inside of the vehicle.
12. Rail-brake magnet as defined in claim 11, wherein the fourth inclined plane (17) is inclined at an angle of about 60° to the horizontal.
EP81102601A 1980-04-30 1981-04-07 Brake magnet for magnetic rail brakes of rail vehicles Expired EP0038963B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81102601T ATE6486T1 (en) 1980-04-30 1981-04-07 RAIL BRAKE MAGNET FOR MAGNETIC RAIL BRAKES OF RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE8011873U 1980-04-30
DE19808011873U DE8011873U1 (en) 1980-04-30 1980-04-30 RAIL BRAKE MAGNET FOR MAGNETIC RAIL BRAKES OF RAIL VEHICLES

Publications (2)

Publication Number Publication Date
EP0038963A1 EP0038963A1 (en) 1981-11-04
EP0038963B1 true EP0038963B1 (en) 1984-03-07

Family

ID=6715171

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81102601A Expired EP0038963B1 (en) 1980-04-30 1981-04-07 Brake magnet for magnetic rail brakes of rail vehicles

Country Status (5)

Country Link
EP (1) EP0038963B1 (en)
AT (1) ATE6486T1 (en)
DE (2) DE8011873U1 (en)
DK (1) DK192981A (en)
ES (1) ES501825A0 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017006736A1 (en) 2017-07-17 2019-01-17 Knorr-Bremse Gesellschaft Mit Beschränkter Haftung Link magnetic rail brake device of a rail vehicle with reduced wear parts on the end members
DE102017006734B4 (en) * 2017-07-17 2020-07-30 Knorr-Bremse Gesellschaft Mit Beschränkter Haftung Link magnetic rail brake device of a rail vehicle with extended legs

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE641363C (en) * 1934-10-22 1937-01-29 Knorr Bremse Akt Ges Rail brake magnet
FR822188A (en) * 1937-01-15 1937-12-22 Knorr Bremse Ag Electromagnetic rail brake
FR846525A (en) * 1938-05-24 1939-09-19 Freins Jourdain Monneret Improvements to brakes for railway vehicles and especially to rail brakes
DE726915C (en) * 1939-04-20 1942-10-22 Aeg Rail brake for Vignol rails
AT309521B (en) * 1970-05-30 1973-08-27 Socimi Electromagnetic rail brake
DE2221051A1 (en) * 1972-04-28 1973-11-08 Knorr Bremse Gmbh MAGNETIC RAIL BRAKE

Also Published As

Publication number Publication date
ES8203053A1 (en) 1982-03-01
DK192981A (en) 1981-10-31
ATE6486T1 (en) 1984-03-15
EP0038963A1 (en) 1981-11-04
ES501825A0 (en) 1982-03-01
DE8011873U1 (en) 1980-09-04
DE3162479D1 (en) 1984-04-12

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