EP1262389A1 - Rail brake element - Google Patents

Rail brake element Download PDF

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Publication number
EP1262389A1
EP1262389A1 EP02011860A EP02011860A EP1262389A1 EP 1262389 A1 EP1262389 A1 EP 1262389A1 EP 02011860 A EP02011860 A EP 02011860A EP 02011860 A EP02011860 A EP 02011860A EP 1262389 A1 EP1262389 A1 EP 1262389A1
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EP
European Patent Office
Prior art keywords
rail head
brake
clamping plates
brake pad
track
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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
EP02011860A
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German (de)
French (fr)
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EP1262389B1 (en
Inventor
Helmut Klose
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A Rawie GmbH and Co
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A Rawie GmbH and Co
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Publication date
Application filed by A Rawie GmbH and Co filed Critical A Rawie GmbH and Co
Publication of EP1262389A1 publication Critical patent/EP1262389A1/en
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Publication of EP1262389B1 publication Critical patent/EP1262389B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/02—Track brakes or retarding apparatus
    • B61K7/04—Track brakes or retarding apparatus with clamping action

Definitions

  • the invention relates to a track braking element, in particular in connection with track brake bumpers, according to the preamble of claim 1.
  • Track brake elements of the type mentioned are from DE 24 53 223 or DE 34 22 230 became known. They have two a rail head on each side encompassing C-shaped clamping plates. The lower leg of the clamping plates grips under the rail head and is equipped with a brake pad. The upper Leg of the clamping plates lies on an inclined surface of a brake pad that is on the top of the rail head rests. At least one tension screw connects the clamping plates together and presses them against the rail head or the Brake pad so that a braking effect takes place when the braking element is moved on the rail by a vehicle ascending. This shift is preferably carried out by a buffer, which is relatively loose on the Rails stands up or in which the track brake elements are integrated.
  • the track brake elements are preferred arranged at intervals so that the static friction during a collision of the individual track brake elements is overcome one after the other. It is known static friction is at least twice as high as sliding friction.
  • the invention has for its object to provide a track braking element which uses a uniform brake pad regardless of the rail head height can be.
  • the brake pad in the upper inclined surfaces an inclination of at least 20 °, preferably of approximately 25 °, and the brake pad and the clamping plates are designed that the end of the upper leg of the clamping plates when the rail head is not worn a clear distance from the upper edge of the assigned inclined surface having.
  • the C-shaped clamping plates are usually standardized, i. H. they have uniform Dimensions. If the rail head wears out, it migrates the upper leg automatically along the upper sloping surface, which is the case with conventional Brake pads were not possible. Have conventional brake pads a relatively small inclination of about 10 to 15 °. This tendency became necessary deemed to be sufficient with the help of the associated leg of the clamping plate To achieve wedge effect. In the case of known pieces of feed there is also a Stop edge provided by a step-like elevation of the brake pad is formed and which serves to indicate wear. Relatively Little wear then comes to an end of the leg of the Clamping plate on the stop edge.
  • the track braking element according to the invention is a significantly larger one Inclination provided that is up to 25 °. It has been found that with this inclination still a sufficient wedge effect to achieve the required Clamping force is reached.
  • the greater inclination and the corresponding one Distance of the end of the upper clamp leg from the upper end of the Inclined surface also allows severe wear of the rail head adapt. Differences in height of up to 5 mm and more can be overcome without having to use a differently dimensioned brake pad.
  • the brake pad according to the invention can therefore be used for a wide range of wear different rails are used and still ensures the required seat for perfect braking behavior.
  • the more universal applicability the brake pad reduces the manufacturing effort and also the replacement provision compared to the state of the art.
  • Another advantage is that despite tolerances in the manufacture of the parts and the assembly of the parts the required safety of the braking element is guaranteed.
  • Fig. 1 shows a section of a braking element according to the prior art.
  • Fig. 2 shows a similar section as Fig. 1 with features of the invention.
  • a conventional rail 10 is shown with a foot 12 and a rail head 14.
  • a brake pad 16 is generally located on the rail head rectangular cross-section except for the top.
  • a step-like elevation 18 and on both sides of the elevation 18 an inclined surface, of which the inclined surface 20 can be seen.
  • the slope of the inclined surfaces is about 10 °.
  • Clamping plates are arranged on both sides of the rail head 14, of which a C-shaped clamping plate is shown at 22. It consists of a plate-like Web 24 and an upper leg 26 and a lower leg 28. Die Legs 26, 28 are slightly bent outwards. Extend at the longitudinal ends the parts mentioned slightly inwards, causing a stop for the brake pad 16 results in the rail direction.
  • clamping screws which is not shown in Fig. 1 and whose effect is only indicated by the dash-dotted line 30 opposite clamping plates 22 biased against each other.
  • the clamping screws extend through generously dimensioned holes in the clamping plates 22 and through a bore in the brake pad 16 or a corresponding recess thereof.
  • the upper leg 26 of the clamping plates 22 rests on the inclined surface 20, while the lower leg 28 with a brake pad 32 the rail head 14 engages below.
  • FIG. 2 differs from that according to FIG. 1 the formation of a brake pad 40.
  • Rail head 14 and clamping plate 22 same as the parts of Fig. 1. They are therefore provided with the same reference numerals.
  • the brake pad 40 has inclined surfaces 42, which in the case shown an angle a of 25 °. This corresponds to an incline of 1: 2.145.
  • An upper one Elevation 44 comparable to the elevation 18 of FIG. 1, is arranged so that at least in the case of a rail head 14 that has not been removed, the end of the upper one Leg 26 has a considerable distance from the formed edge, which in Fig. 2 is indicated with x.
  • the upper leg can be the distance x Approach edge of bump 44 when rail head 14 is worn due to wear Lose height.
  • the brake pad 14 can therefore also be used in the case of rail heads 14 can be used with a lower height without having a different dimension requires.
  • the height compensation results from the relatively large inclination of the Sloping surfaces 42. However, these are sufficient, a sufficient wedge action and to generate a sufficient braking effect.

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

Abstract

Rail brake element, especially in connection with rail brake buffers, comprises two C-shaped clamping plates (22) gripping a rail head (14) from each side, at least one brake shoe (40), which lies with an approximately flat under side on a rail head and has on the upper side two roof-like inclined surfaces (42) which fall to the side of the rail head. The inclined surfaces of the brake shoe have a gradient of at least 20 degrees , preferably 25 degrees , and the brake shoe and the clamping plates are designed so that in the case of a non-corroded rail head the ends of the upper arm (26) lie a distinct distance (x) away from the upper edge (44) of the associated inclined surface.

Description

Die Erfindung bezieht sich auf ein Gleisbremselement, insbesondere in Verbindung mit Gleisbremsprellböcken, nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a track braking element, in particular in connection with track brake bumpers, according to the preamble of claim 1.

Gleisbremselemente der eingangs genannten Art sind etwa aus DE 24 53 223 oder DE 34 22 230 bekannt geworden. Sie weisen zwei einen Schienenkopf in jeder Seite umgreifende C-förmige Klemmplatten auf. Der untere Schenkel der Klemmplatten untergreift den Schienenkopf und ist mit einem Bremsbelag versehen. Der obere Schenkel der Klemmplatten liegt auf einer Schrägfläche eines Bremsklotzes, der auf der Oberseite des Schienenkopfes aufliegt. Mindestens eine Spannschraube verbindet die Klemmplatten miteinander und preßt diese gegen den Schienenkopf bzw. den Bremsklotz, so daß eine bremsende Wirkung stattfindet, wenn das Bremselement von einem auffahrenden Fahrzeug auf der Fahrschiene verschoben wird. Diese Verschiebung erfolgt vorzugsweise durch einen Prellbock, der relativ lose auf den Schienen aufsteht oder in dem die Gleisbremselemente integriert sind. Es ist jedoch auch bekannt, vor oder hinter dem Prellbock weitere Bremselemente vorzusehen, um das Bremsvermögen zu erhöhen. Die Gleisbremselemente sind dabei vorzugsweise in Abständen angeordnet, so daß bei einem Auffahrvorgang die Haftreibung der einzelnen Gleisbremselemente nacheinander überwunden wird. Bekanntlich ist die Haftreibung mindestens doppelt so hoch wie die Gleitreibung. Track brake elements of the type mentioned are from DE 24 53 223 or DE 34 22 230 became known. They have two a rail head on each side encompassing C-shaped clamping plates. The lower leg of the clamping plates grips under the rail head and is equipped with a brake pad. The upper Leg of the clamping plates lies on an inclined surface of a brake pad that is on the top of the rail head rests. At least one tension screw connects the clamping plates together and presses them against the rail head or the Brake pad so that a braking effect takes place when the braking element is moved on the rail by a vehicle ascending. This shift is preferably carried out by a buffer, which is relatively loose on the Rails stands up or in which the track brake elements are integrated. However, it is also known to provide additional braking elements in front of or behind the bumper to increase braking power. The track brake elements are preferred arranged at intervals so that the static friction during a collision of the individual track brake elements is overcome one after the other. It is known static friction is at least twice as high as sliding friction.

Fahrschienen unterliegen bekanntlich dem Verschleiß. Dieser kann zu einer Abtragung bis zur halben Höhe des Schienenkopfes führen, bevor sie ausgetauscht werden. Bei der Erstellung von Bremsklötzen für die Gleisbremselemente wird dabei so vorgegangen, daß die Schienenkopfhöhe mit einer Toleranz von maximal von 2 mm vermessen wird. Da die Abnutzung jedoch in einem viel größeren Bereich liegt, ist erforderlich, für verschiedene Schienenkopfhöhen unterschiedliche Bremsklötze vorzusehen. Nur durch den korrekten Sitz ist die erforderliche und berechnete Klemmwirkung eines Gleisbremselementes und damit die Verrichtung der Bremsarbeit gewährleistet. Abweichungen können jedoch auch durch Meßungenauigkeiten, Fertigungs- und Montagetoleranzen auftreten.It is well known that rails are subject to wear. This can lead to a deduction run up to half the height of the rail head before being replaced become. When creating brake pads for the track brake elements proceeded so that the rail head height with a tolerance of maximum of 2 mm is measured. However, since the wear is in a much larger area different brake pads are required for different rail head heights provided. Only the correct fit is the required and calculated Clamping effect of a track brake element and thus the performance of the braking work guaranteed. However, deviations can also be caused by measurement inaccuracies, Manufacturing and assembly tolerances occur.

Der Erfindung liegt die Aufgabe zugrunde, ein Gleisbremselement zu schaffen, bei dem unabhängig von der Schienenkopfhöhe ein einheitlicher Bremsklotz verwendet werden kann.The invention has for its object to provide a track braking element which uses a uniform brake pad regardless of the rail head height can be.

Diese Aufgabe wird durch die Merkmale des Patentanspruchs 1 gelöst.This object is achieved by the features of patent claim 1.

Bei dem erfindungsgemäßen Gleisbremselement weist der Bremsklotz bei den oberen Schrägflächen eine Neigung von mindestens 20°, vorzugsweise von annähernd 25°, auf, und der Bremsklotz und die Klemmplatten sind so ausgelegt, daß das Ende der oberen Schenkel der Klemmplatten bei nicht abgenutztem Schienenkopf einen deutlichen Abstand zur oberen Kante der zugeordneten Schrägfläche aufweist.In the track braking element according to the invention, the brake pad in the upper inclined surfaces an inclination of at least 20 °, preferably of approximately 25 °, and the brake pad and the clamping plates are designed that the end of the upper leg of the clamping plates when the rail head is not worn a clear distance from the upper edge of the assigned inclined surface having.

Die C-förmigen Klemmplatten sind üblicherweise standardisiert, d. h. sie haben einheitliche Abmessungen. Kommt es zu einer Abnutzung des Schienenkopfes, wandert der obere Schenkel automatisch die obere Schrägfläche entlang, was jedoch bei herkömmlichen Bremsklötzen nicht möglich war. Herkömmliche Bremsklötze haben eine relativ geringe Neigung von etwa 10 bis 15°. Diese Neigung wurde für notwendig erachtet, um mit Hilfe des zugeordneten Schenkels der Klemmplatte eine ausreichende Keilwirkung zu erzielen. Bei bekannten Futterstücken ist zudem eine Anschlagkante vorgesehen, die durch eine stufenartige Erhebung des Bremsklotzes gebildet ist und die dazu dient, einen Verschleiß anzuzeigen. Schon bei relativ geringem Verschleiß kommt es dann zu einem Anlegen des Endes des Schenkels der Klemmplatte an der Anschlagkante.The C-shaped clamping plates are usually standardized, i. H. they have uniform Dimensions. If the rail head wears out, it migrates the upper leg automatically along the upper sloping surface, which is the case with conventional Brake pads were not possible. Have conventional brake pads a relatively small inclination of about 10 to 15 °. This tendency became necessary deemed to be sufficient with the help of the associated leg of the clamping plate To achieve wedge effect. In the case of known pieces of feed there is also a Stop edge provided by a step-like elevation of the brake pad is formed and which serves to indicate wear. Relatively Little wear then comes to an end of the leg of the Clamping plate on the stop edge.

Bei dem erfindungsgemäßen Gleisbremselement ist jedoch eine deutlich größere Neigung vorgesehen, die bis zu 25° beträgt. Es hat sich herausgestellt, daß auch mit dieser Neigung noch eine ausreichende Keilwirkung zur Erzielung der erforderlichen Klemmkraft erreicht wird. Die größere Neigung und der entsprechende Abstand des Endes des oberen Klemmplattenschenkels von dem oberen Ende der Schrägfläche ermöglicht, sich auch einem starken Verschleiß des Schienenkopfes anzupassen. Es können Höhenunterschiede bis zu 5 mm und mehr überwunden werden, ohne daß ein anders dimensionierter Bremsklotz eingesetzt werden muß.In the track braking element according to the invention, however, is a significantly larger one Inclination provided that is up to 25 °. It has been found that with this inclination still a sufficient wedge effect to achieve the required Clamping force is reached. The greater inclination and the corresponding one Distance of the end of the upper clamp leg from the upper end of the Inclined surface also allows severe wear of the rail head adapt. Differences in height of up to 5 mm and more can be overcome without having to use a differently dimensioned brake pad.

Der erfindungsgemäße Bremsklotz kann daher für einen großen Verschleißbereich unterschiedlicher Fahrschienen eingesetzt werden und gewährleistet gleichwohl den erforderlichen Sitz für ein einwandfreies Bremsverhalten. Die universellere Einsetzbarkeit des Bremsklotzes verringert den Herstellungsaufwand und auch die Ersatzvorhaltung gegenüber dem Stand der Technik. Ein weiterer Vorteil besteht darin, daß trotz Toleranzen bei der Fertigung der Teile und dem Zusammenbau der Teile die erforderliche Sicherheit des Bremselements gewährleistet ist.The brake pad according to the invention can therefore be used for a wide range of wear different rails are used and still ensures the required seat for perfect braking behavior. The more universal applicability the brake pad reduces the manufacturing effort and also the replacement provision compared to the state of the art. Another advantage is that despite tolerances in the manufacture of the parts and the assembly of the parts the required safety of the braking element is guaranteed.

Fig. 1 zeigt im Schnitt teilweise ein Bremselement nach dem Stand der Technik. Fig. 1 shows a section of a braking element according to the prior art.

Fig. 2 zeigt einen ähnlichen Schnitt wie Fig. 1 mit Merkmalen der Erfindung.Fig. 2 shows a similar section as Fig. 1 with features of the invention.

In Fig. 1 is eine herkömmliche Fahrschiene 10 dargestellt mit einem Fuß 12 und einem Schienenkopf 14. Auf dem Schienenkopf sitzt ein Bremsklotz 16 von allgemein rechteckigem Querschnitt mit Ausnahme der Oberseite. In deren Längsmitte befindet sich eine stufenartige Erhebung 18 und zu beiden Seiten der Erhebung 18 eine Schrägfläche, von denen die Schrägfläche 20 zu erkennen ist. Ein derartiger Bremsklotz, der aus einem geeigneten Reibmaterial, z. B. Bronze oder Grauguß, besteht, ist etwa aus der DE 24 53 223 bekannt geworden. Die Neigung der Schrägflächen beträgt etwa 10°.In Fig. 1, a conventional rail 10 is shown with a foot 12 and a rail head 14. A brake pad 16 is generally located on the rail head rectangular cross-section except for the top. In the middle of it there is a step-like elevation 18 and on both sides of the elevation 18 an inclined surface, of which the inclined surface 20 can be seen. Such one Brake pad made of a suitable friction material, e.g. B. bronze or cast iron, exists, has become known from DE 24 53 223. The slope of the inclined surfaces is about 10 °.

Auf beiden Seiten des Schienenkopfes 14 sind Klemmplatten angeordnet, von denen eine C-förmige Klemmplatte bei 22 dargestellt ist. Sie besteht aus einem plattenartigen Steg 24 und einem oberen Schenkel 26 und einem unteren Schenkel 28. Die Schenkel 26, 28 sind leicht nach außen gebogen. An den Längsenden erstrecken sich die genannten Teile etwas nach einwärts, wodurch sich ein Anschlag für den Bremsklotz 16 in Schienenrichtung ergibt.Clamping plates are arranged on both sides of the rail head 14, of which a C-shaped clamping plate is shown at 22. It consists of a plate-like Web 24 and an upper leg 26 and a lower leg 28. Die Legs 26, 28 are slightly bent outwards. Extend at the longitudinal ends the parts mentioned slightly inwards, causing a stop for the brake pad 16 results in the rail direction.

Mit Hilfe mindestens einer Klemmschraube, die in Fig. 1 nicht dargestellt ist und deren Wirkung nur durch die strichpunktierte Linie 30 angedeutet ist, werden gegenüberliegende Klemmplatten 22 gegeneinander vorgespannt. Die Klemmschrauben erstrecken sich durch großzügig bemessene Löcher in den Klemmplatten 22 und durch eine Bohrung im Bremsklotz 16 oder eine entsprechende Ausnehmung desselben. Der obere Schenkel 26 der Klemmplatten 22 ruht auf der Schrägfläche 20, während der untere Schenkel 28 mit einem Bremsbelag 32 den Schienenkopf 14 untergreift. Beim Vorspannen der Klemmplatten 22 gegeneinander werden mithin die beschriebenen Teile zusammengepreßt, so daß sowohl der Bremsbelag 32 als auch der Bremsklotz 16 mit seiner Unterseite in bremsenden Reibeingriff mit dem Schienenkopf 14 gebracht werden.With the help of at least one clamping screw, which is not shown in Fig. 1 and whose effect is only indicated by the dash-dotted line 30 opposite clamping plates 22 biased against each other. The clamping screws extend through generously dimensioned holes in the clamping plates 22 and through a bore in the brake pad 16 or a corresponding recess thereof. The upper leg 26 of the clamping plates 22 rests on the inclined surface 20, while the lower leg 28 with a brake pad 32 the rail head 14 engages below. When biasing the clamping plates 22 against each other are thus the parts described pressed together, so that both the brake pad 32 and also the brake pad 16 with its underside in braking frictional engagement with the Rail head 14 are brought.

Die in Fig. 2 dargestellte Ausführungsform weicht von derjenigen nach Fig. 1 durch die Ausbildung eines Bremsklotzes 40 ab. Schienenkopf 14 und Klemmplatte 22 gleichen den Teilen nach Fig. 1. Sie sind daher mit gleichen Bezugszeichen versehen. Der Bremsklotz 40 hat Schrägflächen 42, die im gezeigten Fall einen Winkel a von 25° aufweisen. Dies entspricht einer Steigung von 1 : 2,145. Eine obere Erhebung 44, vergleichbar der Erhebung 18 nach Fig. 1, ist so angeordnet, daß zumindest bei einem nicht abgetragenen Schienenkopf 14 das Ende des oberen Schenkels 26 einen erheblichen Abstand von der gebildeten Kante aufweist, der in Fig. 2 mit x angegeben ist. Um den Abstand x kann der obere Schenkel sich der Kante der Erhebung 44 nähern, wenn der Schienenkopf 14 durch Verschleiß an Höhe verlieren. Dies entspricht bei einer Abtragung von 5 mm etwa dem angegebenen Abstand von x. Mithin kann der Bremsklotz 14 auch im Fall von Schienenköpfen 14 mit geringerer Höhe eingesetzt werden, ohne daß er eine andere Abmessung erfordert. Der Höhenausgleich ergibt sich durch die relativ große Neigung der Schrägflächen 42. Diese reichen jedoch aus, eine ausreichende Keilwirkung und damit eine ausreichende Bremswirkung zu erzeugen.The embodiment shown in FIG. 2 differs from that according to FIG. 1 the formation of a brake pad 40. Rail head 14 and clamping plate 22 same as the parts of Fig. 1. They are therefore provided with the same reference numerals. The brake pad 40 has inclined surfaces 42, which in the case shown an angle a of 25 °. This corresponds to an incline of 1: 2.145. An upper one Elevation 44, comparable to the elevation 18 of FIG. 1, is arranged so that at least in the case of a rail head 14 that has not been removed, the end of the upper one Leg 26 has a considerable distance from the formed edge, which in Fig. 2 is indicated with x. The upper leg can be the distance x Approach edge of bump 44 when rail head 14 is worn due to wear Lose height. With a removal of 5 mm, this corresponds approximately to the specified Distance of x. The brake pad 14 can therefore also be used in the case of rail heads 14 can be used with a lower height without having a different dimension requires. The height compensation results from the relatively large inclination of the Sloping surfaces 42. However, these are sufficient, a sufficient wedge action and to generate a sufficient braking effect.

Es versteht sich, daß zwischen dem Klotz 40 und dem Steg der Platten 22 ein ausreichender Abstand vorhanden ist, damit der obere Schenkel 26 auf der Schrägfläche bis nahe an die Erhebung 49 reichen kann.It is understood that a sufficient between the block 40 and the web of the plates 22 There is clearance so that the upper leg 26 on the inclined surface can reach close to the elevation 49.

Claims (3)

Gleisbremselement, insbesondere in Verbindung mit Gleisbremsprellböcken, mit zwei einen Schienenkopf von jeder Seite umgreifenden C-förmigen Klemmplatten, mindestens einem Bremsklotz, der mit einer annähernd flachen Unterseite auf dem Schienenkopf aufliegt und an der Oberseite zwei dachartige Schrägflächen aufweist, die zur Seite des Schienenkopfes hin abfallen, wobei die oberen Schenkel der Klemmplatten mit einer zugekehrten Schrägfläche in Eingriff sind und die unteren, einen Bremsbelag aufweisenden Schenkel den Schienenkopf untergreifen und mindestens einem Spannbolzen, mit dem die Klemmplatten gegeneinander vorgespannt werden, wodurch der Bremsklotz und die Bremsbeläge gegen den Schienenkopf gepreßt werden, dadurch gekennzeichnet, daß die Schrägflächen (42) des Bremsklotzes (42) eine Neigung von mindestens 20° aufweisen und der Bremsklotz (40) und die Klemmplatten (22) so ausgelegt sind, daß die Enden der oberen Schenkel (26) bei nicht abgenutztem Schienenkopf (14) einen deutlichen Abstand (x) zur oberen Kante (44) der zugeordneten Schrägfläche (42) aufweisen.Track brake element, in particular in connection with track brake baffle blocks, with two C-shaped clamping plates encompassing a rail head from each side, at least one brake pad, which rests on the rail head with an approximately flat underside and has two roof-like inclined surfaces on the upper side, towards the side of the rail head fall off, with the upper legs of the clamping plates engaging with a facing inclined surface and the lower legs, which have a brake lining, engage under the rail head and at least one clamping bolt with which the clamping plates are pretensioned against one another, as a result of which the brake pad and the brake linings are pressed against the rail head , characterized in that the inclined surfaces (42) of the brake pad (42) have an inclination of at least 20 ° and the brake pad (40) and the clamping plates (22) are designed such that the ends of the upper legs (26) when not worn Rail head (14) egg NEN have a clear distance (x) to the upper edge (44) of the associated inclined surface (42). Gleisbremselement nach Anspruch 1, dadurch gekennzeichnet, daß die Neigung annähernd 25° beträgt.Track braking element according to claim 1, characterized in that the inclination is approximately 25 °. Gleisbremselement nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Bremsklotz (40) an der Oberseite in der Längsmitte eine stufenartige Erhebung (44) aufweist, die mit der zugeordneten Schrägfläche (42) eine Anschlagkante bildet und die Enden der oberen Schenkel (26) der Klemmplatten einen deutlichen Abstand (x) von der Anschlagkante haben.Track braking element according to claim 1 or 2, characterized in that the brake pad (40) has a step-like elevation (44) on the upper side in the longitudinal center, which forms a stop edge with the associated inclined surface (42) and the ends of the upper legs (26) the clamping plates have a clear distance (x) from the stop edge.
EP02011860A 2001-06-01 2002-05-28 Rail brake element Expired - Lifetime EP1262389B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE20109139U 2001-06-01
DE20109139U DE20109139U1 (en) 2001-06-01 2001-06-01 Track brake element

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EP1262389A1 true EP1262389A1 (en) 2002-12-04
EP1262389B1 EP1262389B1 (en) 2004-08-04

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US (1) US6637554B2 (en)
EP (1) EP1262389B1 (en)
AT (1) ATE272521T1 (en)
CA (1) CA2388404A1 (en)
DE (2) DE20109139U1 (en)
DK (1) DK1262389T3 (en)
ES (1) ES2223998T3 (en)

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
ES2334596B1 (en) * 2005-02-16 2011-03-22 F. Javier Porras Vila TRAIN BRAKE PADS FOR THE TOP OF THE ROADS AND FOR ITS SIDE.
KR101040368B1 (en) * 2008-12-29 2011-06-10 한국철도기술연구원 clamp of train stop apparatus
PL3202635T3 (en) * 2016-02-03 2019-02-28 Voestalpine Railpro Bv A brake assembly for a buffer stop, a buffer stop comprising the brake assembly and a method

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DE2453223A1 (en) * 1974-11-09 1976-05-13 Erhart Dr Wilisch High speed rail brake buffer stop - with jolt absorbing triangles on sliding mounting on rail head
DE2924823A1 (en) * 1979-06-20 1981-01-15 Schneider & Co C Railway track reinforcement near track brake buffers - involves elastic spacer layer between rails and reinforcing supports
DE29504484U1 (en) * 1995-02-28 1995-05-18 A. Rawie GmbH & Co., 49090 Osnabrück Track brake element

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DE8418128U1 (en) 1984-06-15 1985-06-05 Wilisch, Erhart, Dr., 4500 Osnabrück Track braking element
DE3443480A1 (en) * 1984-11-29 1986-06-05 Erhart Dr. 4500 Osnabrück Wilisch Track brake buffer
DE19507000C1 (en) * 1995-02-28 1996-06-20 Rawie A Gmbh & Co Track brake element
DE19506997C1 (en) * 1995-02-28 1996-06-20 Rawie A Gmbh & Co Track brake element

Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
DE2453223A1 (en) * 1974-11-09 1976-05-13 Erhart Dr Wilisch High speed rail brake buffer stop - with jolt absorbing triangles on sliding mounting on rail head
DE2924823A1 (en) * 1979-06-20 1981-01-15 Schneider & Co C Railway track reinforcement near track brake buffers - involves elastic spacer layer between rails and reinforcing supports
DE29504484U1 (en) * 1995-02-28 1995-05-18 A. Rawie GmbH & Co., 49090 Osnabrück Track brake element

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ES2223998T3 (en) 2005-03-01
US6637554B2 (en) 2003-10-28
DE50200728D1 (en) 2004-09-09
US20020185345A1 (en) 2002-12-12
CA2388404A1 (en) 2002-12-01
EP1262389B1 (en) 2004-08-04
DK1262389T3 (en) 2004-12-06
DE20109139U1 (en) 2001-08-09
ATE272521T1 (en) 2004-08-15

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