EP0810939A1 - Element de frein de voie - Google Patents

Element de frein de voie

Info

Publication number
EP0810939A1
EP0810939A1 EP96901770A EP96901770A EP0810939A1 EP 0810939 A1 EP0810939 A1 EP 0810939A1 EP 96901770 A EP96901770 A EP 96901770A EP 96901770 A EP96901770 A EP 96901770A EP 0810939 A1 EP0810939 A1 EP 0810939A1
Authority
EP
European Patent Office
Prior art keywords
element according
rail head
track
brake
brake element
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
Application number
EP96901770A
Other languages
German (de)
English (en)
Other versions
EP0810939B1 (fr
Inventor
Reinhard Roick
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
A Rawie GmbH and Co
Original Assignee
A Rawie GmbH and Co
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by A Rawie GmbH and Co filed Critical A Rawie GmbH and Co
Publication of EP0810939A1 publication Critical patent/EP0810939A1/fr
Application granted granted Critical
Publication of EP0810939B1 publication Critical patent/EP0810939B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • B61K7/16—Positive railway stops
    • B61K7/18—Buffer stops
    • 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 brake element, in particular in connection with track brake bumpers, according to the preamble of patent claim 1.
  • a track brake element of the type mentioned has become known from DE 24 53 223.
  • the clamping plates which are approximately C-shaped in cross section, are pressed together above the rail head with the aid of clamping bolts.
  • the clamping plates In the lower area, the clamping plates have angular friction elements, which consist of a suitable friction material, for example bronze.
  • the friction elements lie against the underside and the side surfaces of the rail head.
  • a so-called chuck piece is supported on the rail head, which is also made of abrasive material and has inclined surfaces on its upper side, with which the upper leg of the clamping plates engages.
  • the braking effect of such a track braking element depends on the force with which the friction elements are pressed against the rail head. This force is introduced via the clamping bolt, a double spring ring being arranged between the clamping bolt and a clamping plate.
  • the only way to specify the pressing force is to measure the torque with which the clamping bolts are tightened.
  • the measured torque also depends on other variables, such as the friction of the tensioning bolt thread or the friction of the screw head on the spring, etc. Wear of the friction element, the reduced path is compensated for by the screw springs. If the helical spring has an unfavorable force-displacement behavior, which is normally the case with the helical springs used, the wear leads to a significantly reduced pressing force.
  • the actual braking effect due to the track brake element takes place by shifting the track brake element on the rail head, for example by means of a buffer block, which either stands up relatively loosely on the rails or is integrated in the track brake elements.
  • static friction has to be overcome, which theoretically is at least twice as great as sliding friction, but in practical cases can be much higher due to the weather-related corrosion of the rail and braking parts of the track braking element.
  • the track braking element therefore acts like a rigid one Obstacle that only starts to move after the static friction has been overcome. This has a not inconsiderable impact on the ascending vehicle.
  • the static friction described leads to an extraordinarily high, no longer permissible value if several track brake elements are arranged one after the other in succession. It is therefore common in practice to arrange the track brake elements at intervals so that the static friction of the individual track brake elements is overcome one after the other during a drive-up process.
  • the invention has for its object to provide a Gleisbrems ⁇ element, in particular in conjunction with Gleisbremsprell ⁇ trestles, which avoids the disadvantages mentioned and has a relatively low static friction, nevertheless achieves a high braking effect due to sliding friction.
  • the brake lining layer bears against the rail head over at least one raised section made of a wear-resistant material with a smaller static friction than the brake lining layer.
  • plastic can be provided as the wear material, for example a suitable polyamide. It is essential to the invention that the section obtained has a relatively low coefficient of friction and, in particular, gives the track braking element a low static friction. During a drive-up process, therefore, only a relatively low impact force is required to set the track braking element in motion. Due to the onset of sliding friction between the raised section and the rail head, the wear material is to be rubbed off so far over a relatively short distance of the track braking element. that the brake lining layer now comes into engagement with the rail head in order to bring about the desired braking effect.
  • the height over which the raised section rises above the actual brake lining layer can be very small.
  • the compressive strength of the wear material used and the height are to be selected so that, with the pressing force to be applied, a noticeable contact of the brake lining layer on the rail head is avoided. This should only be produced by abrasion of the wear material.
  • the wear material can be applied to the entire surface of the brake lining layer, but according to another embodiment of the invention it can also be arranged in spaced sections. Separate parts, preferably made of plastic, are preferably used, which are attached to the brake lining in a suitable manner. The attachment or reattachment in the event of wear should be made as simple as possible and should be easily carried out by maintenance personnel.
  • the brake lining layer consists of a brake bar which only engages on the underside of the rail head and which, according to a further embodiment of the invention, is curved in cross section.
  • plug-like wear sections can be embedded in the corresponding recesses in the brake strip and fastened there, for example in a press fit. It is particularly advantageous to design the plug-like wear section with a flange which interacts in a countersinking of bores in the brake strip which is formed on the side facing the clamping plate. In this way, the wear section held by the facing section of the clamping plate in the bore of the brake bar.
  • the convex curvature of the brake bar also has the advantage that it lies on the rail head with a defined surface.
  • the tensioning device is supported by a block of friction material on the top of the rail head and exerts a tensile force on the clamping plate.
  • the pressing force for the brake lining layer is not applied by a wedge effect, as in the case of the track braking elements according to the prior art mentioned above, but only by tensile force on the clamping plates.
  • the tensile force can be applied by a clamping bolt. It is much more precise to adjust the braking force by applying a compressive force than by generating a wedge effect as in the prior art.
  • a clamping bolt cooperates with the block, which is seated in a threaded bore of a lining strip, which is overlapped by the clamping plate and with the outside of which the adhesive plates are connected, the block sitting in a recess in the lining strip and between Clamping bolt and block a compression spring is arranged.
  • the compression spring can be formed by a plate spring assembly which has a favorable force-displacement characteristic.
  • the block, which acts as a brake can also be provided with a raised wear section, as described in connection with the brake lining, in order to reduce static friction at this point as well.
  • a plurality of such blocks are preferably provided at a distance, in each case in connection with a tensioning bolt and a plate spring assembly.
  • the clamping bolt which applies a compressive force, has the advantage that the compressive force is proportional to the distance covered. This path can be measured in a simple manner.
  • the clamping pin is hollow and an indicating mandrel extends through the clamping pin to the block and a fuse is provided between the clamping pin head and the indicating mandrel, which prevents the indicating pin from being pushed through Clamping bolt falls through.
  • the relative position of the mandrel and the clamping pin is a measure of the distance the clamping pin travels when tightening. As a result, a measure of the pressure force is obtained and thus of the braking force with which the brake lining layer interacts with the rail head.
  • the fuse prevents the indicator mandrel from falling through the clamping bolt before final assembly. A press fit between the display mandrel and the block enables the block to be held on the clamping bolt before the unit is assembled.
  • Fig. 1 shows an end view of a track brake element according to the invention for two different rails.
  • Fig. 2 shows the track braking element according to Fig. 1, partly in section for a third rail shape.
  • FIG. 3 shows a side view of the track braking element according to FIG. 1 in the direction of arrow 3.
  • FIG. 1 shows a section of a first rail 10 (left side) and a second rail 12 (right side) with a rail head 14 and 16, respectively.
  • An identical track braking element 18 is provided for both rail heads 14, 16.
  • FIG. 2 shows a third rail 20 with a rail head 22, for which the identical track brake element 18 is used. It can therefore be used universally. It has clamping plates 24, 26 on opposite sides of the rail head, which are approximately C-shaped in cross-section and form ends at the ends by inwardly facing flanges 80, 82. An upper leg 28 or 30 of the clamping plates 24, 26 engages over a lining strip 32 which has roof surfaces on the upper side.
  • a brake lining layer 38 or 40 in the form of a brake strip is fastened by screws, as indicated at 42.
  • the screws are shown in dashed lines.
  • the brake strips which are made of a suitable friction material, such as bronze, are convexly curved on the outside and rest only on the underside of the rail head 14, 16 or 22.
  • each brake bar can have a row of such wear sections 44 spaced apart in the longitudinal direction. They consist of a suitable plastic material, for example polyamide, which has a relatively high compressive strength. They protrude only slightly above the curved top of the brake strips (see Fig. 1 and right side Fig.
  • the lining strip 32 which extends over the length of the clamping plates 24, 26, has on the underside three spaced circular recesses 48, in which cylindrical blocks 50 are seated. They consist of a suitable friction material, for example bronze. Plug-like wear sections 52 made of a suitable pressure-resistant plastic material, for example polyamide, are embedded in the underside of the blocks 50 and are held therein by a press fit. Flanges projecting outside form, as raised sections, the only contact surface of the blocks 50 on the rail head 14, 16 or 22.
  • a compression spring 56 and a thrust washer 58 are seated in the recesses 48 as a plate spring assembly.
  • a tensioning bolt 60 is supported on the thrust washer 58, the shaft 62 of which is seated in a threaded bore in the chuck 32.
  • the clamping bolt 60 exerts pressure on the block 50 via the thrust washer 58. Since the lining bar 32 is connected to the clamping plates 24, 26 by means of screws 64 and 66, a tensile force is applied to the latter, which leads to a pressing force of the brake bars against the underside of the rail head 14, 16 and 22.
  • the clamping bolts 60 are hollow and receive an indicator mandrel 66a which is press-fitted at 68 at the lower end in a bore in the block 50.
  • a fuse 72 ensures that the indicator mandrel 66a cannot fall down through the clamping bolt 60.
  • the fuse 72 consists of a spring ring or the like, which bears against a shoulder 74 of the clamping bolt 60 when it is moved down a predetermined distance.
  • the shafts of the threaded bolts 64, 66 extend through generously dimensioned openings 76 in the clamping plates 24, 26.
  • Lining strip 32, clamping bolt 60, thrust washer 58, plate spring assembly and blocks 50 form a preassembled unit before the track brake element 18 is mounted on the rail head 14, 16, 22.
  • the unit described is placed on the rail head and the clamping plates 24, 26 are fastened with the aid of the screws 64, 66.
  • a pressing force is applied to the blocks 50 and the brake bars, whereby the distance traveled by the clamping bolt 60 is a measure of this force. This path can now be measured by the indicator mandrel which is seated on the block 50.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un élément de frein de voie, notamment combiné à des heurtoirs de frein de voie, comportant deux crapauds qui enserrent de chaque côté une tête de rail et s'appuient sur sa face supérieure. Ces deux crapauds sont maintenus serrés sur la tête de rail par un dispositif de serrage comprenant au moins un boulon de serrage et un système faisant ressort, et comportent au niveau de la section qui passe sous la tête de rail, une section de garniture de frein réalisée dans un matériau de friction compact approprié, qui s'applique sur la tête de rail. La couche de garniture de frein (38, 40) repose sur la tête de rail (14, 16, 22) par l'intermédiaire d'au moins une section (44) surélevée réalisée dans un matériau apte à l'usure dont le frottement par adhérence est inférieur à celui de ladite couche de garniture de frein (38, 40).
EP96901770A 1995-02-28 1996-01-26 Element de frein de voie Expired - Lifetime EP0810939B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19506997 1995-02-28
DE19506997A DE19506997C1 (de) 1995-02-28 1995-02-28 Gleisbremselement
PCT/EP1996/000322 WO1996026856A1 (fr) 1995-02-28 1996-01-26 Element de frein de voie

Publications (2)

Publication Number Publication Date
EP0810939A1 true EP0810939A1 (fr) 1997-12-10
EP0810939B1 EP0810939B1 (fr) 1998-09-16

Family

ID=7755262

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96901770A Expired - Lifetime EP0810939B1 (fr) 1995-02-28 1996-01-26 Element de frein de voie

Country Status (8)

Country Link
US (1) US6237726B1 (fr)
EP (1) EP0810939B1 (fr)
AT (1) ATE171122T1 (fr)
AU (1) AU695542B2 (fr)
CA (1) CA2213415C (fr)
DE (2) DE19506997C1 (fr)
ES (1) ES2122784T3 (fr)
WO (1) WO1996026856A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5865122A (en) * 1997-06-20 1999-02-02 Western-Cullen-Hayes Inc. Apparatus for attaching buffer stop to railroad track
DE20109139U1 (de) * 2001-06-01 2001-08-09 A. Rawie GmbH & Co., 49090 Osnabrück Gleisbremselement
CA2354430A1 (fr) 2001-07-31 2003-01-31 A. Rawie Gmbh & Co. Butoir fixe
US6938739B2 (en) * 2002-12-26 2005-09-06 Westinghouse Air Brake Technologies Corporation Brake head positioner
DE102007050030B3 (de) * 2007-10-17 2008-08-21 A. Rawie Gmbh & Co. Kg Gleisbremselement
CN103523051A (zh) * 2013-10-21 2014-01-22 芜湖鼎恒材料技术有限公司 一种轨道用挡块
KR101641624B1 (ko) * 2014-09-02 2016-07-21 주식회사 포스코 고로 빈 트리퍼 블로킹 장치
CN110901589B (zh) * 2019-12-10 2021-05-07 温州科丰汽车零部件有限公司 车轮传感器
CN114559978B (zh) * 2022-03-11 2023-10-31 中交铁道设计研究总院有限公司 一种铁路轨道用缓冲止轮器

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1239448A (en) * 1916-05-26 1917-09-11 American Brake Shoe & Foundry Brake-shoe.
GB278913A (en) * 1926-11-27 1927-10-20 Graphite Products Ltd Improvements in brakes
DE834572C (de) * 1951-02-02 1952-03-20 Berthold Lotze Bremsorgan fuer Gleisbremsprellboecke
US2900923A (en) * 1952-01-03 1959-08-25 Hayes Track Appliance Co Wheel retainer with screw actuated clamps
US2762314A (en) * 1952-02-08 1956-09-11 Hayes Track Appliance Co Wheel retainer with wedge actuated clamps
DE2453223C2 (de) * 1974-11-09 1984-07-12 Erhart Dr. 4500 Osnabrück Wilisch Gleisbremsprellbock
JPS5531021U (fr) * 1978-08-19 1980-02-28
DE2924823A1 (de) * 1979-06-20 1981-01-15 Schneider & Co C Verstaerkungsanordnung fuer fahrschienen im bereich eines gleisbrems- prellbockes
GB2060095A (en) * 1979-08-13 1981-04-29 Godwin Warren Eng Ltd Brake Retarder Shoe
DE8418128U1 (de) * 1984-06-15 1985-06-05 Wilisch, Erhart, Dr., 4500 Osnabrück Gleisbremselement
US5597053A (en) * 1995-12-14 1997-01-28 Weng; Dah-Cherng Brake lining having inserts of chalk infiltrated with rosin
US5753018A (en) * 1997-04-14 1998-05-19 General Motors Corporation Resin mixture for friction materials
US5865122A (en) * 1997-06-20 1999-02-02 Western-Cullen-Hayes Inc. Apparatus for attaching buffer stop to railroad track

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9626856A1 *

Also Published As

Publication number Publication date
US6237726B1 (en) 2001-05-29
CA2213415A1 (fr) 1996-09-06
AU695542B2 (en) 1998-08-13
EP0810939B1 (fr) 1998-09-16
DE19506997C1 (de) 1996-06-20
AU4621796A (en) 1996-09-18
ATE171122T1 (de) 1998-10-15
WO1996026856A1 (fr) 1996-09-06
ES2122784T3 (es) 1998-12-16
CA2213415C (fr) 2002-11-19
DE59600572D1 (de) 1998-10-22

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