EP0810940A1 - Rail brake element - Google Patents

Rail brake element

Info

Publication number
EP0810940A1
EP0810940A1 EP96902927A EP96902927A EP0810940A1 EP 0810940 A1 EP0810940 A1 EP 0810940A1 EP 96902927 A EP96902927 A EP 96902927A EP 96902927 A EP96902927 A EP 96902927A EP 0810940 A1 EP0810940 A1 EP 0810940A1
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
EP96902927A
Other languages
German (de)
French (fr)
Other versions
EP0810940B1 (en
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 EP0810940A1 publication Critical patent/EP0810940A1/en
Application granted granted Critical
Publication of EP0810940B1 publication Critical patent/EP0810940B1/en
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
    • B61K7/02—Track brakes or retarding apparatus
    • B61K7/04—Track brakes or retarding apparatus with clamping action
    • 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

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.
  • a compressive and tensile force is exerted on the friction elements by means of a wedge effect, so that a corresponding frictional force arises on the rail head.
  • the reduced distance between the clamping plates is compensated for by the helical spring. If the spring has an unfavorable force-displacement behavior, which is normally the case with the ones 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 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 extraordinary high, no longer permissible value if several track brake elements are arranged one after the other in succession. It is therefore customary in practice to arrange the track brake elements at intervals so that the stiction 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 connection with Gleisbremsprell ⁇ trestles, which is suitable for different types of rails with the same dimensions and which allows the setting of defined braking forces.
  • 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 plates.
  • the pressing force for the brake lining layer is therefore not applied by a wedge effect, as in the known track brake elements, but exclusively by tensile force on the clamping plates.
  • the tractive force can be applied by a tensioning bolt which is supported on the block, which in turn rests on the rail head and is also made of friction material. The adjustment of the clamping bolt leads to a proportional adjustment of the clamping plates and thus the pressing force exerted by the brake lining layer on the rail head.
  • the tensioning device according to the invention can also be designed such that it can be used on any type of rail.
  • An embodiment of the invention provides that a clamping bolt engages with the block, which is seated in a threaded bore of a lining strip, to the outside of which the clamping plates are connected, the block being arranged in a recess in the lining strip and between clamping bolts and Block a compression spring is arranged.
  • the wear of the brake lining is expressed in a spring travel. If, according to the invention, a plate spring or a plate spring assembly is provided as a compression spring, an advantageous force-displacement behavior results. A greater or lesser degree of wear therefore only leads to a very slight reduction in the pressing force of the brake lining layer on the rail head.
  • the last-described embodiment also has the advantage that the pressing force can be measured via the path covered by the clamping bolt. According to a further embodiment of the invention, this can be realized constructively in that the clamping bolt is hollow and an indicator mandrel extends through the clamping bolt to the block and there is a fuse between the clamping bolt head and indicator mandrel that prevents that the indicator mandrel falls through the clamping bolt.
  • the relative position of the mandrel and the clamping pin is a measure of the distance the clamping pin travels when tightening. It can also be used to indicate wear.
  • the clamping bolt marks the position of the indicator mandrel and if the indicator mandrel has a lowered position that has changed compared to it after a braking operation, then the distance between the marking and the lowered position is a measure of the wear of the brake lining layer.
  • Securing the indicator mandrel in the clamping bolt prevents the indicator mandrel from falling through the clamping bolt before assembly has taken place.
  • a press fit between the display mandrel and the block enables the block to be held on the clamping bolt before final assembly.
  • the chuck, the block, the plate spring assembly and the clamping bolt, including the indicator mandrel can form a preassembled unit which is mounted in place on the rail head with the aid of the clamping plates.
  • the indicator mandrel ensures that the block is held in the unit by the connection to the indicator mandrel.
  • the lining strip can extend over the length of the clamping plates and holds several blocks at a distance in recesses in order to ensure that the brake lining layer is pressed evenly over the length of the track brake element on the rail head receive.
  • the side of the brake bar facing the rail head is convexly curved in cross section.
  • the convex curvature of the brake bar has the advantage that it lies with a defined area on the rail head, and only on the underside. This also ensures defined braking conditions.
  • the static friction in known track brake elements is considerable.
  • an embodiment of the invention provides that 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 compared to the brake lining layer. Plastic, for example a suitable polyamide, can be provided as the wear material.
  • the raised section has a relatively low coefficient of friction and therefore gives the track braking element a low static friction.
  • 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 such that a noticeable contact of the brake lining layer on the rail head is avoided with the pressing force to be applied. This should only be produced by abrasion.
  • the wear material can be applied over the entire surface of the brake lining layer, but it can also be arranged only in spaced-apart sections. Separate sections, preferably made of plastic, are preferably used, which are suitably attached to the brake lining layer.
  • the attachment or reattachment in the event of wear should be as simple as possible and should be carried out easily by the maintenance personnel. can be led.
  • plug-like wear sections can be embedded in the corresponding recesses in the brake strip and can be fixed there, for example, in a press fit.
  • 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 brake 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 in cross section are approximately C-shaped 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 bar 38 or 40 is fastened by screws, as indicated at 42.
  • the screws are shown in dashed lines.
  • the brake strips 38, 40 which are made of A suitable friction material, such as bronze, is convex on the outside and only lies on the underside of the rail head 14, 16 or 22.
  • the brake strips have bores into which plug-like wear sections are inserted as raised sections.
  • the wear sections which are circular in cross section have a flange 46 on the side facing the clamping plate 24, which flange is seated in a corresponding recess or countersink in the brake strip.
  • the wear sections are held securely in the brake bar.
  • Each brake bar can have a number of such wear sections 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. 2), but form the only contact surface on the underside of the rail head 14, 16 and 22 respectively.
  • 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 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 protruding from the outside form, as raised sections 54, the only contact surface of the blocks 50 on the rail head 14, 16 or 22. Above the blocks 50 are seated in the recesses 48 a plate spring assembly as a compression spring 56 and a pressure washer 58.
  • a plate spring assembly as a compression spring 56 and a pressure washer 58.
  • a tensioning bolt 60 is supported on the pressure washer 58, the shaft 62 of which is seated in a threaded bore of 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 66 cannot fall down through the clamping bolt 60.
  • the fuse 72 consists of a spring ring or the like, against a shoulder 74 of the Spannbol ⁇ zen 60 abuts when th a predetermined distance 'by un ⁇ is moved.
  • 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 66a, which is seated on the block 50. If a drive-up process now takes place, for example when a track brake baffle moved by a vehicle presses on one side against the clamping plates 24, 26, the static friction must first be overcome.

Abstract

The invention concerns a rail brake element, in particular combined with rail brake buffer stops, having two rail clips which engage about a rail head from both sides, are supported on the top thereof and are clamped on the rail head by means of a clamp device comprising at least one clamp bolt and a spring arrangement. On the section engaging below the rail head the rail clips comprise a brake lining section of suitable rigid frictional material which engages the rail head and is urged by means of the clamping device against the rail head. The clamping device is supported via a block (50) of frictional material on the top of the rail head (14, 16, 22) and exerts tensile force on the rail clips (24, 26).

Description

Gleisbremselement Track brake element
Die Erfindung bezieht sich auf ein Gleisbremselement, ins¬ besondere in Verbindung mit Gleisbremsprellböcken, nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a track brake element, in particular in connection with track brake bumpers, according to the preamble of patent claim 1.
Ein Gleisbremselement der eingangs genannten Art ist aus der DE 24 53 223 bekanntgeworden. Die im Querschnitt an¬ nähernd C-förmigen Klemmplatten werden oberhalb des Schie¬ nenkopfes mit Hilfe von Spannbolzen zusammengepreßt. Im unteren Bereich weisen die Klemmplatten winkelförmige Reibelemente auf, die aus einem geeigneten Reibmaterial, zum Beispiel Bronze, bestehen. Die Reibelemente legen sich gegen die Unterseite und die Seitenflächen des Schienen¬ kopfes. Auf dem Schienenkopf stützt sich ein sogenanntes Futterstück ab, das ebenfalls aus reibendem Material be¬ steht und das an seiner Oberseite Schrägflächen aufweist, mit denen der obere Schenkel der Klemmplatten in Eingriff steht. Bei einer Zugspannung in den Spannschrauben wird über Keilwirkung eine Druck- und Zugkraft auf die Reibele¬ mente ausgeübt, so daß eine entsprechende Reibkraft am Schienenkopf entsteht.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. 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. In the event of a tension in the tensioning screws, a compressive and tensile force is exerted on the friction elements by means of a wedge effect, so that a corresponding frictional force arises on the rail head.
Aus der DE 834 572 oder der DE 34 22 230 sind Modifikatio¬ nen eines derart beschriebenen Bremselements bekanntge¬ worden. Von dem Reibungskoeffizienten abgesehen, ist die Bremswir¬ kung eines derartigen Gleisbremselements abhängig von der Kraft, mit der die Reibelemente gegen den Schienenkopf ge¬ preßt werden. Diese Kraft wird über den Spannbolzen einge¬ leitet, wobei zwischen dem Spannbolzen und einer Klemm¬ platte ein Doppelfederring angeordnet ist. Die einzige Möglichkeit, die Preßkraft vorzugeben, besteht in der Mes¬ sung des Drehmoments, mit dem die Spannbolzen festgezogen werden. Zwischen dem gemessenen Drehmoment und der tat¬ sächlich ausgeübten Preßkraft bestehen jedoch keine defi¬ nierten Beziehungen, da das gemessene Drehmoment auch von anderen Größen abhängt, wie zum Beispiel der Reibung des Spannbolzengewindes oder der Reibung des Schraubenkopfes an der Feder usw. Kommt es zu einem Verschleiß des Reib¬ elements, wird der verminderte Abstand zwischen den Klemm¬ platten durch die Schraubenfeder ausgeglichen. Hat die Feder ein ungünstiges Kraft-Weg-Verhalten, was bei den verwendeten normalerweise der Fall ist, führt der Ver¬ schleiß zu einer signifikant verringerten Preßkraft.Modifications of a braking element described in this way are known from DE 834 572 or DE 34 22 230. Apart from the coefficient of friction, 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. However, there are no defined relationships between the measured torque and the actual pressing force, since the measured torque also depends on other variables, such as the friction of the clamping bolt thread or the friction of the screw head on the spring, etc. If there is a Wear of the friction element, the reduced distance between the clamping plates is compensated for by the helical spring. If the spring has an unfavorable force-displacement behavior, which is normally the case with the ones used, the wear leads to a significantly reduced pressing force.
Der eigentliche Bremseffekt durch das Gleisbremselement erfolgt durch das Verschieben des Gleisbremselements am Schienenkopf, zum Beispiel durch einen Prellbock, der ent¬ weder relativ lose auf den Schienen aufsteht oder in dem Gleisbremselemente integriert sind. Bevor es jedoch dazu kommt, muß die Haftreibung überwunden werden, die theore¬ tisch mindestens doppelt so groß wie die Gleitreibung ist, im praktischen Fall jedoch viel höher sein kann aufgrund der witterungsbedingten Korrosion von Schiene und bremsen¬ den Teilen des Gleisbremselements. Für die erste Aufprall¬ phase wirkt daher das Gleisbremselement wie ein starres Hindernis, das sich erst nach Überwindung der Haftreibung in Bewegung setzt. Dies wirkt sich in einem nicht unerheb¬ lichen Stoß auf das auffahrende Fahrzeug aus. Die be¬ schriebene Haftreibung führt zu einem außerordentlich hohen, nicht mehr zulässigen Wert, wenn mehrere Gleis¬ bremselemente Stoß an Stoß hintereinander angeordnet wer¬ den. Daher ist es in der Praxis üblich, die Gleisbrems¬ elemente in Abständen anzuordnen, damit bei einem Auffahr- vorgang die Haftreibung der einzelnen Gleisbremselemente nacheinander überwunden wird.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. Before this happens, however, 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. For the first impact phase, the track braking element therefore acts like a rigid 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 extraordinary high, no longer permissible value if several track brake elements are arranged one after the other in succession. It is therefore customary in practice to arrange the track brake elements at intervals so that the stiction of the individual track brake elements is overcome one after the other during a drive-up process.
Der Erfindung liegt die Aufgabe zugrunde, ein Gleisbrems¬ element, insbesondere in Verbindung mit Gleisbremsprell¬ böcken, zu schaffen, das bei gleichen Abmessungen für die verschiedensten Schienentypen geeignet ist und das die Einstellung definierter Bremskräfte erlaubt.The invention has for its object to provide a Gleisbrems¬ element, in particular in connection with Gleisbremsprell¬ trestles, which is suitable for different types of rails with the same dimensions and which allows the setting of defined braking forces.
Diese Aufgabe wird durch die Merkmale des Patentanspruchs 1 gelöst.This object is achieved by the features of patent claim 1.
Bei der erfindungsgemäßen Vorrichtung stützt sich die Spannvorrichtung über einen Klotz aus Reibmaterial an der Oberseite des Schienenkopfes ab und übt eine Zugkraft auf die Klemmplatten aus. Die Preßkraft für die Bremsbelag¬ schicht wird daher nicht durch Keilwirkung aufgebracht, wie bei den bekannten Gleisbremselementen, sondern aus¬ schließlich durch Zugkraft an den Klemmplatten. Die Zug¬ kraft kann von einem Spannbolzen aufgebracht werden, der sich auf dem Klotz abstützt, der seinerseits auf dem Schienenkopf aufsitzt und ebenfalls aus Reibmaterial be¬ steht. Die Verstellung des Spannbolzens führt zu einer proportionalen Verstellung der Spannplatten und damit der von der Bremsbelagschicht auf den Schienenkopf ausgeübten Preßkraft. Es ist daher auf diese Weise möglich, zwischen der Preßkraft und der Druckkraft am Schienenkopf eine ein¬ fache Beziehung herzustellen, um jeweils die gewünschte Bremskraft einzustellen. Zwar kommt es in den Klemmplatten zu einer Dehnung, wenn große Zugkräfte aufgebracht werden, diese Dehnung ist jedoch im Elastizitätsbereich ebenfalls linear, so daß sich zwischen der Linearität der Spannbol¬ zenverstellung und der Preßkraft am Schienenkopf nichts ändert.In the device according to the invention, 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 plates. The pressing force for the brake lining layer is therefore not applied by a wedge effect, as in the known track brake elements, but exclusively by tensile force on the clamping plates. The tractive force can be applied by a tensioning bolt which is supported on the block, which in turn rests on the rail head and is also made of friction material. The adjustment of the clamping bolt leads to a proportional adjustment of the clamping plates and thus the pressing force exerted by the brake lining layer on the rail head. It is therefore possible in this way to establish a simple relationship between the pressing force and the pressing force on the rail head in order to set the desired braking force in each case. Although there is an expansion in the clamping plates when large tensile forces are applied, this expansion is also in the range of elasticity linear, so that nothing changes between the linearity of the clamping bolt adjustment and the pressing force on the rail head.
Die erfindungsgeraäße Spannvorrichtung läßt sich darüber hinaus so ausführen, daß sie auf jeden beliebigen Schie¬ nentyp anwendbar ist.The tensioning device according to the invention can also be designed such that it can be used on any type of rail.
Eine Ausgestaltung der Erfindung sieht vor, daß mit dem Klotz ein Spannbolzen in Eingriff ist, der in einer Gewin¬ debohrung einer Futterleiste sitzt, mit deren Außenseite die Klemmplatten verbunden sind, wobei der Klotz in einer Ausnehmung der Futterleiste angeordnet und zwischen Spann¬ bolzen und Klotz eine Druckfeder angeordnet ist. Der Ver¬ schleiß des Bremsbelags äußert sich in einem Federweg. Ist erfindungsgemäß eine Tellerfeder bzw. ein Tellerfederpaket als Druckfeder vorgesehen, ergibt sich ein vorteilhaftes Kraft-Weg-Verhalten. Ein mehr oder weniger großer Ver¬ schleiß führt daher nur zu einer sehr geringen Verringe¬ rung der Preßkraft der Bremsbelagschicht an dem Schienen¬ kopf.An embodiment of the invention provides that a clamping bolt engages with the block, which is seated in a threaded bore of a lining strip, to the outside of which the clamping plates are connected, the block being arranged in a recess in the lining strip and between clamping bolts and Block a compression spring is arranged. The wear of the brake lining is expressed in a spring travel. If, according to the invention, a plate spring or a plate spring assembly is provided as a compression spring, an advantageous force-displacement behavior results. A greater or lesser degree of wear therefore only leads to a very slight reduction in the pressing force of the brake lining layer on the rail head.
Durch die zuletzt beschriebene Ausführungsform wird darüber hinaus der Vorteil erhalten, daß die Preßkraft über den Weg, den der Spannbolzen zurücklegt, meßbar ist. Dies kann nach einer weiteren Ausgestaltung der Erfindung dadurch konstruktiv verwirklicht werden, daß der Spannbol¬ zen hohl ist und sich ein Anzeigedorn durch den Spannbol¬ zen bis zum Klotz erstreckt und sich zwischen Spannbolzen¬ kopf und Anzeigedorn eine Sicherung befindet, die verhin¬ dert, daß der Anzeigedorn durch den Spannbolzen hindurch¬ fällt. Die Relativlage von Anzeigedorn und Spannbolzen ist ein Maß für den Weg, den der Spannbolzen beim Festziehen zurücklegt. Er kann außerdem dazu verwendet werden, den Verschleiß anzuzeigen. Wird beispielsweise nach dem ersten Festziehen des Spannbolzens die Position des Anzeigedorns markiert und hat der Anzeigedorn nach einem Bremsvorgang eine demgegenüber veränderte abgesenkte Position, dann ist der Abstand zwischen der Markierung und der abgesenkten Position ein Maß für den Verschleiß der Bremsbelagschicht.The last-described embodiment also has the advantage that the pressing force can be measured via the path covered by the clamping bolt. According to a further embodiment of the invention, this can be realized constructively in that the clamping bolt is hollow and an indicator mandrel extends through the clamping bolt to the block and there is a fuse between the clamping bolt head and indicator mandrel that prevents that the indicator mandrel falls through the clamping bolt. The relative position of the mandrel and the clamping pin is a measure of the distance the clamping pin travels when tightening. It can also be used to indicate wear. For example, after the first Tightening the clamping bolt marks the position of the indicator mandrel and if the indicator mandrel has a lowered position that has changed compared to it after a braking operation, then the distance between the marking and the lowered position is a measure of the wear of the brake lining layer.
Die Sicherung des Anzeigedorns im Spannbolzen verhindert, daß der Anzeigedorn durch den Spannbolzen hindurchfällt, bevor eine Montage erfolgt ist. Ein Preßsitz zwischen An¬ zeigedorn und Klotz ermöglicht das Festhalten des Klotzes am Spannbolzen vor der endgültigen Montage.Securing the indicator mandrel in the clamping bolt prevents the indicator mandrel from falling through the clamping bolt before assembly has taken place. A press fit between the display mandrel and the block enables the block to be held on the clamping bolt before final assembly.
Bei der erfindungsgemäßen Vorrichtung können die Futter¬ leiste, der Klotz, das Tellerfederpaket und der Spannbol¬ zen einschließlich Anzeigedorn eine vormontierbare Einheit bilden, die an Ort und Stelle mit Hilfe der Klemmplatten am Schienenkopf montiert wird. Wie schon erwähnt, sorgt der Anzeigedorn dafür, daß der Klotz durch die Verbindung mit dem Anzeigedorn in der Einheit gehalten ist.In the device according to the invention, the chuck, the block, the plate spring assembly and the clamping bolt, including the indicator mandrel, can form a preassembled unit which is mounted in place on the rail head with the aid of the clamping plates. As already mentioned, the indicator mandrel ensures that the block is held in the unit by the connection to the indicator mandrel.
Es versteht sich, daß bei einer länglichen Ausbildung des Gleisbremselements die Futterleiste sich über die Länge der Klemmplatten erstrecken kann und mehrere Klötze im Ab¬ stand in Ausnehmungen hält, um über die Länge des Gleis¬ bremselements einen gleichmäßigen Andruck der Bremsbelag¬ schicht am Schienenkopf zu erhalten.It goes without saying that in the case of an elongated design of the track brake element, the lining strip can extend over the length of the clamping plates and holds several blocks at a distance in recesses in order to ensure that the brake lining layer is pressed evenly over the length of the track brake element on the rail head receive.
Nach einer weiteren Ausgestaltung der Erfindung ist die dem Schienenkopf zugekehrte Seite der Bremsleiste im Quer¬ schnitt konvex gewölbt. Die konvexe Wölbung der Bremslei¬ ste hat den Vorteil, daß sie mit einer definierten Fläche am Schienenkopf anliegt, und zwar nur an der Unterseite. Dies sorgt ebenfalls für definierte Bremsverhältnisse. Wie erwähnt, ist die Haftreibung bei bekannten Gleisbrems¬ elementen erheblich. Um diese zu verringern, sieht eine Ausgestaltung der Erfindung vor, daß die Bremsbelagschicht über mindestens einen erhabenen Abschnitt aus einem ver¬ schleißfähigen Material mit gegenüber der Bremsbelag¬ schicht kleinerer Haftreibung am Schienenkopf anliegt. Als Verschleißmaterial kann zum Beispiel Kunststoff vorgesehen werden, beispielsweise ein geeignetes Polyamid. Der erha¬ bene Abschnitt hat einen relativ geringen Reibungskoeffi¬ zienten und verleiht mithin dem Gleisbremselement eine ge¬ ringe Haftreibung. Bei einem Auffahrvorgang ist daher nur eine geringe Stoßkraft erforderlich, um das Gleisbrems¬ element in Bewegung zu setzen. Durch die einsetzende Gleitreibung wird zwischen erhabenem Abschnitt und Schie¬ nenkopf das Verschleißmaterial auf relativ kurzer Strecke so weit abgerieben, daß nunmehr die Bremsbelagschicht mit dem Schienenkopf in Eingriff gelangt, um den gewünschten Bremseffekt herbeizuführen.According to a further embodiment of the invention, the side of the brake bar facing the rail head is convexly curved in cross section. The convex curvature of the brake bar has the advantage that it lies with a defined area on the rail head, and only on the underside. This also ensures defined braking conditions. As mentioned, the static friction in known track brake elements is considerable. In order to reduce this, an embodiment of the invention provides that 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 compared to the brake lining layer. Plastic, for example a suitable polyamide, can be provided as the wear material. The raised section has a relatively low coefficient of friction and therefore gives the track braking element a low static friction. In the event of an opening operation, therefore, only a slight impact force is required to set the track brake element in motion. Due to the onset of sliding friction between the raised section and the rail head, the wear material is rubbed over a relatively short distance to such an extent that the brake lining layer now comes into engagement with the rail head in order to bring about the desired braking effect.
Die Höhe, über die sich der erhabene Abschnitt über die eigentliche Bremsbelagschicht erhebt, kann sehr gering sein. Die Druckfestigkeit des verwendeten Verschleißmate¬ rials und die Höhe sind so zu wählen, daß bei der aufzu¬ bringenden Preßkraft eine merkliche Anlage der Bremsbelag¬ schicht am Schienenkopf vermieden wird. Diese soll erst durch den Abrieb hergestellt werden.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 such that a noticeable contact of the brake lining layer on the rail head is avoided with the pressing force to be applied. This should only be produced by abrasion.
Das Verschleißmaterial kann ganzflächig auf die Bremsbe¬ lagschicht aufgebracht sein, es kann jedoch auch nur in beabstandeten Abschnitten angeordnet werden. Vorzugsweise werden getrennte Abschnitte, vorzugsweise aus Kunststoff verwendet, die in geeigneter Weise an der Bremsbelag¬ schicht angebracht sind. Die Anbringung bzw. Wiederanbrin¬ gung bei Verschleiß soll möglichst einfach gestaltet wer¬ den und vom Instandsetzungspersonal ohne weiteres durchge- führt werden können. So können nach einer Ausgestaltung der Erfindung in die Bremsleiste stopfenartige Verschlei߬ abschnitte in entsprechenden Ausnehmungen eingelassen sein und dort zum Beispiel im Preßsitz festgelegt werden.The wear material can be applied over the entire surface of the brake lining layer, but it can also be arranged only in spaced-apart sections. Separate sections, preferably made of plastic, are preferably used, which are suitably attached to the brake lining layer. The attachment or reattachment in the event of wear should be as simple as possible and should be carried out easily by the maintenance personnel. can be led. Thus, according to one embodiment of the invention, plug-like wear sections can be embedded in the corresponding recesses in the brake strip and can be fixed there, for example, in a press fit.
Die Erfindung wird nachfolgend anhand von Zeichnungen näher erläutert.The invention is explained in more detail below with reference to drawings.
Fig. 1 zeigt eine Endansicht eines Gleisbremselements nach der Erfindung für zwei unterschiedliche Schienen.Fig. 1 shows an end view of a track brake element according to the invention for two different rails.
Fig. 2 zeigt das Gleisbremselement nach Fig. 1 teilweise im Schnitt für eine dritte Schienenform.Fig. 2 shows the track braking element according to Fig. 1, partly in section for a third rail shape.
Fig. 3 zeigt eine Seitenansicht des Gleisbremselements nach Fig. 1 in Richtung Pfeil 3.FIG. 3 shows a side view of the track braking element according to FIG. 1 in the direction of arrow 3.
Fig. 1 zeigt im Schnitt eine erste Schiene 10 (linke Sei¬ te) und eine zweite Schiene 12 (rechte Seite) mit einem Schienenkopf 14 bzw. 16. Für beide Schienenköpfe 14, 16 ist ein identisches Gleisbremselement 18 vorgesehen. In Fig. 2 ist eine dritte Schiene 20 mit einem Schienenkopf 22 gezeigt, für die das identische Gleisbremselement 18 angewendet wird. Es ist daher universal einsetzbar. Es weist auf gegenüberliegenden Seiten des Schienenkopfes Klemmplatten 24, 26 auf, die im Querschnitt annähernd C-förmig und an den Enden durch nach innen stehende Flanschen 80, 82 Abschlüsse bilden. Ein oberer Schenkel 28 bzw. 30 der Klemmplatten 24, 26 übergreift eine Futter¬ leiste 32, die an der Oberseite Dachflächen aufweist. Am unteren Schenkel 34, 36 der Klemmplatten 24, 26 ist eine Bremsbelagschicht 38 bzw. 40 in Form einer Bremsleiste 38 bzw. 40 durch Schrauben befestigt, wie bei 42 angedeutet. In Fig. 1 sind die Schrauben gestrichelt eingezeichnet. Wie zu erkennen, sind die Bremsleisten 38, 40, die aus ei- nem geeigneten Reibmaterial, wie zum Beispiel Bronze, be¬ stehen, an der Außenseite konvex gewölbt und liegen nur an der Unterseite des Schienenkopfes 14, 16 bzw. 22.1 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 brake 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 in cross section are approximately C-shaped 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. On the lower leg 34, 36 of the clamping plates 24, 26, a brake lining layer 38 or 40 in the form of a brake bar 38 or 40 is fastened by screws, as indicated at 42. In Fig. 1, the screws are shown in dashed lines. As can be seen, the brake strips 38, 40, which are made of A suitable friction material, such as bronze, is convex on the outside and only lies on the underside of the rail head 14, 16 or 22.
Wie in Fig. 2, linke Seite, zu erkennen, weisen die Brems¬ leisten Bohrungen auf, in die als erhabene Abschnitte stopfenartige Verschleißabschnitte eingesetzt sind. Die im Querschnitt kreisförmigen Verschleißabschnitte weisen an der der Klemmplatte 24 zugekehrten Seite einen Flansch 46 auf, der in einer entsprechenden Ausnehmung oder Ansenkung der Bremsleiste einsitzt. Dadurch sind die Verschleißab¬ schnitte sicher in der Bremsleiste gehalten. Jede Brems¬ leiste kann in Längsrichtung beabstandet eine Reihe der¬ artiger Verschleißabschnitte aufweisen. Sie bestehen aus einem geeigneten Kunststoffmaterial, beispielsweise Poly¬ amid, das eine relativ hohe Druckfestigkeit aufweist. Sie stehen nur geringfügig über die gewölbte Oberseite der Bremsleisten über (siehe Fig. 1 und rechte Seite Fig. 2), bilden jedoch die einzige Anlagefläche an der Unterseite des Schienenkopfes 14, 16 bzw. 22.As can be seen in FIG. 2, left side, the brake strips have bores into which plug-like wear sections are inserted as raised sections. The wear sections which are circular in cross section have a flange 46 on the side facing the clamping plate 24, which flange is seated in a corresponding recess or countersink in the brake strip. As a result, the wear sections are held securely in the brake bar. Each brake bar can have a number of such wear sections 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. 2), but form the only contact surface on the underside of the rail head 14, 16 and 22 respectively.
Die sich über die Länge der Klemmplatten 24, 26 er¬ streckende Futterleiste 32 hat an der Unterseite drei im Abstand angeordnete kreisförmige Ausnehmungen 48, in denen zylindrische Klötze 50 einsitzen. Sie bestehen aus einem geeigneten Reibmaterial, beispielsweise Bronze. In die Unterseite der Klötze 50 sind stopfenartige Verschleißab¬ schnitte aus einem geeigneten druckfesten Kunststoffmate¬ rial, beispielsweise Polyamid, eingelassen und durch Pre߬ sitz darin gehalten. Außen vorstehende Flansche bilden als erhabene Abschnitte 54 die einzige Anlagefläche der Klötze 50 am Schienenkopf 14, 16 bzw. 22. Oberhalb der Klötze 50 sitzen in den Ausnehmungen 48 ein Tellerfederpaket als Druckfeder 56 und eine Druckscheibe 58. Auf der Druckscheibe 58 stützt sich ein Spannbolzen 60 ab, dessen Schaft 62 in einer Gewindebohrung der Futter¬ leiste 32 sitzt. Über die Druckscheibe 58 übt der Spann¬ bolzen 60 einen Druck auf den Klotz 50 aus. Da die Futter¬ leiste 32 über Schrauben 64 bzw. 66 mit den Klemmplatten 24, 26 verbunden ist, wird eine Zugkraft auf letztere auf¬ gebracht, die zu einer Preßkraft der Bremsleisten gegen die Unterseite des Schienenkopfes 14, 16 bzw. 22 führt.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 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 protruding from the outside form, as raised sections 54, the only contact surface of the blocks 50 on the rail head 14, 16 or 22. Above the blocks 50 are seated in the recesses 48 a plate spring assembly as a compression spring 56 and a pressure washer 58. A tensioning bolt 60 is supported on the pressure washer 58, the shaft 62 of which is seated in a threaded bore of 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.
Die Spannbolzen 60 sind hohl und nehmen einen Anzeigedorn 66a auf, der bei 68 am unteren Ende im Preßsitz in einer Bohrung des Klotzes 50 einsitzt. Im Bereich des Kopfes 70 des Spannbolzens 60 sorgt eine Sicherung 72 dafür, daß der Anzeigedorn 66 nicht nach unten durch den Spannbolzen 60 fallen kann. Die Sicherung 72 besteht in einem Federring oder dergleichen, der gegen einen Absatz 74 des Spannbol¬ zens 60 anliegt, wenn er eine vorgegebene Strecke' nach un¬ ten bewegt wird.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. In the area of the head 70 of the clamping bolt 60, a fuse 72 ensures that the indicator mandrel 66 cannot fall down through the clamping bolt 60. The fuse 72 consists of a spring ring or the like, against a shoulder 74 of the Spannbol¬ zen 60 abuts when th a predetermined distance 'by un¬ is moved.
Die Schäfte der Gewindebolzen 64, 66 erstrecken sich durch großzügig bemessene Öffnungen 76 der Spannplatten 24, 26.The shafts of the threaded bolts 64, 66 extend through generously dimensioned openings 76 in the clamping plates 24, 26.
Futterleiste 32, Spannbolzen 60, Druckscheibe 58, Teller¬ federpaket und Klötze 50 bilden eine vormontierte Einheit, bevor das Gleisbremselement 18 am Schienenkopf 14, 16, 22 montiert wird. Die beschriebene Einheit wird auf den Schienenkopf aufgesetzt und es erfolgt das Befestigen der Klemmplatten 24, 26 mit Hilfe der Schrauben 64, 66. Durch Festziehen des Spannbolzens 60 wird, wie beschrieben, eine Preßkraft auf die Klötze 50 und die Bremsleisten aufge¬ bracht, wobei der von dem Spannbolzen 60 zurückgelegte Weg ein Maß für diese Kraft ist. Dieser Weg kann nun durch den Anzeigedorn 66a, der auf dem Klotz 50 aufsitzt, gemessen werden. Erfolgt nun ein Auffahrvorgang, indem beispielsweise ein von einem Fahrzeug bewegter Gleisbremsprellbock auf einer Seite gegen die Spannplatten 24, 26 andrückt, muß zunächst die Haftreibung überwunden werden. Diese wird jedoch aus¬ schließlich durch die stopfenartigen Verschleißabschnitte bestimmt. Da diese bestimmungsgemäß einen sehr kleinen Reibungskoeffizienten haben, ist die Stoßkraft zum Inbe- wegungsetzen des Gleisbremselements 18 relativ klein. Eine kurze Reibstrecke genügt jedoch, um den erhabenen Be¬ reich der Verschleißabschnitte abzutragen, so daß die Bremsleisten bzw. der Klotz 50 reibend mit dem Schienen¬ kopf 14, 16 bzw. 22 zusammenwirken.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. By tightening the clamping bolt 60, as described, 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 66a, which is seated on the block 50. If a drive-up process now takes place, for example when a track brake baffle moved by a vehicle presses on one side against the clamping plates 24, 26, the static friction must first be overcome. However, this is determined exclusively by the plug-like wear sections. Since these are designed to have a very low coefficient of friction, the impact force for moving the track brake element 18 is relatively small. However, a short rubbing distance is sufficient to remove the raised area of the wear sections, so that the brake strips or the block 50 interact with the rail head 14, 16 or 22 in a frictional manner.
Nach einem derartigen Bremsvorgang ist es erforderlich, die Verschleißelemente auszutauschen. After such a braking process, it is necessary to replace the wear elements.

Claims

11 .A n s p r ü c h e 11. Claims
1. Gleisbremselement, insbesondere in Verbindung mit Gleis¬ bremsprellböcken, mit zwei einen Schienenkopf von jeder Seite umgreifenden, sich auf seiner Oberseite abstützen¬ den Klemmplatten, die von einer mindestens einen Spann¬ bolzen und eine Federanordnung enthaltenden Spannvor¬ richtung am Schienenkopf verspannt werden und die an dem den Schienenkopf untergreifenden Abschnitt einen Bremsbelagabschnitt für den Eingriff am Schienenkopf aus geeignetem festem Reibmaterial aufweisen, das mit Hilfe der Spannvorrichtung gegen den Schienenkopf ange¬ preßt wird, dadurch gekennzeichnet, daß die Spannvor¬ richtung sich über einen Klotz (50) aus Reibmaterial an der Oberseite des Schienenkopfes (14, 16, 22) abstützt und eine Zugkraft auf die Klemmplatten (24, 26) ausübt.1. Track brake element, in particular in connection with track brake baffle blocks, with two clamping plates which grip a rail head from each side and are supported on its upper side and which are clamped on the rail head by a clamping device containing at least one clamping bolt and a spring arrangement, and which on the section under the rail head have a brake lining section for engagement on the rail head made of suitable solid friction material which is pressed against the rail head with the aid of the tensioning device, characterized in that the tensioning device is located over a block (50) made of friction material supported on the top of the rail head (14, 16, 22) and exerts a tensile force on the clamping plates (24, 26).
2. Gleisbremselement nach Anspruch 1, dadurch gekennzeich¬ net, daß mit dem Klotz (50) ein Spannbolzen (60) in Eingriff ist, der in einer Gewindebohrung einer Futter¬ leiste (32) sitzt, mit deren Außenseite die Klemmplat- ten (24, 26) verbunden sind, wobei der Klotz (50) in einer Ausnehmung (48) der Futterleiste (32) angeordnet ist und zwischen Spannbolzen (60) und Klotz (50) eine Druckfeder (56) angeordnet ist.2. Track brake element according to claim 1, characterized gekennzeich¬ net that with the block (50) a clamping bolt (60) is engaged, which sits in a threaded bore of a lining bar (32), with the outside of the clamping plates (24 , 26) are connected, the block (50) being arranged in a recess (48) in the lining strip (32) and a compression spring (56) being arranged between the clamping bolt (60) and the block (50).
3. Gleisbremselement nach Anspruch 1 oder 2, dadurch ge¬ kennzeichnet, daß die Druckfeder (56) von einem Teller¬ federpaket gebildet ist.3. Track brake element according to claim 1 or 2, characterized in that the compression spring (56) is formed by a plate spring assembly.
4. Gleisbremselement nach einem der Ansprüche 1 bis 3, da¬ durch gekennzeichnet, daß der Spannbolzen (60) hohl ist und sich ein Anzeigedorn (66a) durch den Spannbolzen (60) bis zum Klotz (50) erstreckt und sich zwischen Spannbolzenkopf (70) und Anzeigedorn (66a) eine Siehe- rung (72) befindet, die verhindert, daß der Anzeigedorn (66a) durch den Spannbolzen (60) hindurchfällt.4. Track brake element according to one of claims 1 to 3, da¬ characterized in that the clamping bolt (60) is hollow and an indicator mandrel (66 a) extends through the clamping bolt (60) to the block (50) and extends between the clamping bolt head (70 ) and indicator mandrel (66a) a see- tion (72), which prevents the indicator mandrel (66a) from falling through the clamping bolt (60).
5. Gleisbremselement nach Anspruch 4, dadurch gekenn¬ zeichnet, daß der Anzeigedorn (66a) im Preßsitz in einer Sackbohrung des Klotzes (50) sitzt.5. Track brake element according to claim 4, characterized gekenn¬ characterized in that the indicator mandrel (66a) sits in a press fit in a blind hole of the block (50).
6. Gleisbremselement nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß mehrere zylindrische Klötze (50) in Abständen in entsprechenden Ausnehmun¬ gen (48) der Futterleiste (32) sitzen.6. Track brake element according to one of claims 1 to 5, characterized in that a plurality of cylindrical blocks (50) sit at intervals in corresponding Ausnehmun¬ gene (48) of the chuck (32).
7. Gleisbremselement nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß die Futterleiste (32) mit¬ tels Schraubenbolzen (64, 66) mit den Klemmplatten (24, 26) verbunden ist und die Öffnungen (76) in den Klemmplatten (24, 26) für die Schraubenbolzen (64, 66) im Durchmesser größer sind als der Durchmesser der Bolzenschäfte.7. Track brake element according to one of claims 1 to 6, characterized in that the lining strip (32) is connected by means of screw bolts (64, 66) to the clamping plates (24, 26) and the openings (76) in the clamping plates (24 , 26) for the bolts (64, 66) are larger in diameter than the diameter of the bolt shafts.
8. Gleisbremselement nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß die Bremsbelagschicht (38, 40) über mindestens einen erhabenen Abschnitt (44) aus einem verschleißfähigen Material mit gegenüber der Bremsbelagschicht (38, 40) kleinerer Haftreibung am Schienenkopf (14, 16, 22) anliegt.8. Track brake element according to one of claims 1 to 7, characterized in that the brake lining layer (38, 40) over at least one raised portion (44) made of a wearable material with respect to the brake lining layer (38, 40) smaller static friction on the rail head (14, 16, 22) is present.
9. Gleisbremselement nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß der Klotz (50) über einen erhabenen Abschnitt (54) aus verschleißfähigem Mate¬ rial mit kleinem Haftreibungskoeffizienten auf dem Schienenkopf (14, 16, 22) aufliegt.9. Track braking element according to one of claims 1 to 8, characterized in that the block (50) over a raised portion (54) made of wearable material with a small coefficient of static friction on the rail head (14, 16, 22) rests.
10. Gleisbremselement nach Anspruch 8 oder 9, dadurch ge¬ kennzeichnet, daß das Verschleißmaterial aus druck¬ festem Kunststoff besteht. 10. Track braking element according to claim 8 or 9, characterized in that the wear material consists of pressure-resistant plastic.
11. Gleisbremselement nach einem der Ansprüche 8 oder 9, dadurch gekennzeichnet, daß das Verschleißmaterial ganzflächig auf die Bremsbelagschicht aufgebracht ist.11. Track brake element according to one of claims 8 or 9, characterized in that the wear material is applied to the entire surface of the brake lining layer.
12. Gleisbremselement nach einem der Ansprüche 8 bis 10, dadurch gekennzeichnet, daß das Verschleißmaterial in beabstandeten Abschnitten auf die Bremsbelagschicht aufgebracht ist.12. Track brake element according to one of claims 8 to 10, characterized in that the wear material is applied in spaced sections on the brake lining layer.
13. Gleisbremselement nach einem der Ansprüche 8 bis 12, dadurch gekennzeichnet, daß die Bremsbelagschicht (38, 40) von einer nur der Unterseite des Schienenkopfes (14, 16, 22) zugekehrten Bremsleiste gebildet ist.13. Track brake element according to one of claims 8 to 12, characterized in that the brake lining layer (38, 40) is formed by a brake strip facing only the underside of the rail head (14, 16, 22).
14. Gleisbremselement nach Anspruch 13, dadurch gekenn¬ zeichnet, daß in Ausnehmungen der Bremsleiste stopfenartige Verschleißabschnitte eingelassen sind.14. Track brake element according to claim 13, characterized gekenn¬ characterized in that plug-like wear sections are embedded in recesses of the brake bar.
15. Gleisbremselement nach Anspruch 14, dadurch gekenn¬ zeichnet, daß die stopfenartigen Verschleißabschnitte im Preßsitz in den Ausnehmungen sitzen.15. Track brake element according to claim 14, characterized gekenn¬ characterized in that the plug-like wear sections sit in a press fit in the recesses.
16. Gleisbremselement nach Anspruch 13 oder 14, dadurch gekennzeichnet, daß die Ausnehmungen durchgehende Boh¬ rungen in der Bremsleiste sind und die stopfenartigen Verschleißabschnitte einen Flansch (46) aufweisen, der in einer Ansenkung der Bohrungen auf der der Klemm¬ platte (24, 26) zugekehrten Seite einsitzen.16. Track brake element according to claim 13 or 14, characterized in that the recesses are continuous bores in the brake rail and the plug-like wear sections have a flange (46) which in a countersinking of the bores on the clamping plate (24, 26th ) Sit facing side.
17. Gleisbremselement nach einem der Ansprüche 1 bis 16, dadurch gekennzeichnet, daß die dem Schienenkopf (14, 16, 22) zugekehrte Seite der Bremsleiste im Quer¬ schnitt konvex gewölbt ist. 17. Track brake element according to one of claims 1 to 16, characterized in that the rail head (14, 16, 22) facing side of the brake bar is convexly curved in cross section.
EP96902927A 1995-02-28 1996-01-26 Rail brake element Expired - Lifetime EP0810940B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19507000 1995-02-28
DE19507000A DE19507000C1 (en) 1995-02-28 1995-02-28 Track brake element
PCT/EP1996/000321 WO1996026855A1 (en) 1995-02-28 1996-01-26 Rail brake element

Publications (2)

Publication Number Publication Date
EP0810940A1 true EP0810940A1 (en) 1997-12-10
EP0810940B1 EP0810940B1 (en) 1998-09-23

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US (1) US5836252A (en)
EP (1) EP0810940B1 (en)
AT (1) ATE171427T1 (en)
AU (1) AU695478B2 (en)
CA (1) CA2214016C (en)
DE (2) DE19507000C1 (en)
ES (1) ES2122791T3 (en)
WO (1) WO1996026855A1 (en)

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Also Published As

Publication number Publication date
DE59600601D1 (en) 1998-10-29
ATE171427T1 (en) 1998-10-15
CA2214016C (en) 2003-12-16
AU695478B2 (en) 1998-08-13
CA2214016A1 (en) 1996-09-06
US5836252A (en) 1998-11-17
WO1996026855A1 (en) 1996-09-06
AU4714496A (en) 1996-09-18
DE19507000C1 (en) 1996-06-20
EP0810940B1 (en) 1998-09-23
ES2122791T3 (en) 1998-12-16

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