EP1900596B1 - Frein de voie électrodynamique - Google Patents

Frein de voie électrodynamique Download PDF

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Publication number
EP1900596B1
EP1900596B1 EP07015248A EP07015248A EP1900596B1 EP 1900596 B1 EP1900596 B1 EP 1900596B1 EP 07015248 A EP07015248 A EP 07015248A EP 07015248 A EP07015248 A EP 07015248A EP 1900596 B1 EP1900596 B1 EP 1900596B1
Authority
EP
European Patent Office
Prior art keywords
brake
rail
electrodynamic
trough body
railway vehicles
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.)
Not-in-force
Application number
EP07015248A
Other languages
German (de)
English (en)
Other versions
EP1900596A1 (fr
Inventor
Dietmar Becker
Peter Saalfeld
Klaus Grille
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.)
Few Blankenburg GmbH
Original Assignee
Few Blankenburg GmbH
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 Few Blankenburg GmbH filed Critical Few Blankenburg GmbH
Publication of EP1900596A1 publication Critical patent/EP1900596A1/fr
Application granted granted Critical
Publication of EP1900596B1 publication Critical patent/EP1900596B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61K7/10—Track brakes or retarding apparatus electrodynamic

Definitions

  • the invention relates to an electrodynamic rail brake according to the features of the preamble of claim 1.
  • Such an electrodynamic rail brake is from the DD-A-211 525 known.
  • the objective here was to reduce the de-excitation time of the magnetic yoke so that the cycle times between two processes running on the same track brake can be shortened and thus the performance of the system can be increased.
  • the constructive basic principle of the electrodynamic rail brake according to which the U-shaped magnetic trough is the supporting element, in which the running rail is inserted, has always been maintained. This still leads to electrodynamic rail brakes bulky and bulky components that can be installed only with great technical complexity in existing track systems. Usually, when installing such brakes in an existing track a complete disassembly of the existing track and a subsequent complete rebuild the affected track section (track to adjust the changed altitude, welding, etc ...) is necessary.
  • the invention has for its object to provide an electrodynamic rail brake, which allows a comparison with the prior art simpler installation in existing track systems or easier maintenance of the electrodynamic rail brake.
  • parts of the brake system, especially the U-shaped ferromagnetic iron body, without intervention in the superstructure to be interchangeable.
  • the inventive concept provides that the attachment of the U-shaped ferromagnetic trough body at the foot of the running rail comprises a plurality of hook-shaped clamping pieces which engage over the rail on its upper side and at the same time are screwed to the base plate of the U-shaped trough body.
  • the screw is designed so that the screw from the rail head ago (ie from above) can be introduced.
  • the electrodynamic track brake from a plurality of individual U-shaped, each forming a magnetic trough ferromagnetic trough body constructed, each having on both legs bobbin and a pair of opposing and slidable on the pole faces of the magnetic troughs brake beams.
  • the inventive basic principle of the suspension of the U-shaped trough body on the rail allows for the first time a division of the bulky, one-piece track brake in several individual brake modules, each working independently and are interconnected only control technology to form a whole.
  • the individual modules are each individually controllable, which allows for a variety of possible braking scenarios and thus increases the flexibility of the system and on the other hand also increases the redundancy and thus reliability of the system.
  • a particularly useful development of the invention is therefore to be seen in the fact that the dimensions of the U-shaped ferromagnetic trough body in the direction of the rail longitudinal axis are smaller than the free distance between two adjacent sleepers of the track grid.
  • the individual modules of the electrodynamic rail brake can be mounted in the threshold compartments of the existing track grid. It is now only necessary to sweep the threshold compartments to a given depth of gravel. However, exposing the threshold compartment to the depth of the sill sole is by no means required. In particular, thus can also be dispensed with the hitherto necessary, cumbersome removal of the track yoke together with subsequent assembly of the U-shaped trough body and the laying and fixing of the rails within this trough body.
  • the base plate and side legs of the U-shaped ferromagnetic trough body can be screwed together.
  • the U-shaped trough body can be mounted in a particularly simple manner on the running rail or be dismantled from the running rail. This is of great benefit not least in the event of any repairs to the electrodynamic track brake.
  • each brake bar is mounted displaceably on a support plate.
  • a suitable selection of the material pairing between the brake beam and carrier plate favors the sliding of the brake strips considerably and can significantly improve the energy efficiency of the electrodynamic brake.
  • a structurally simpler mounting of the brake beams on the pole faces of the magnetic trough is conceivable; However, this is usually accompanied by a less favorable material pairing and thus higher friction losses.
  • the dimension of the carrier plate and the brake beam in the direction of the rail longitudinal axis is greater than the free distance between two adjacent sleepers of a track grid, but at the same time smaller than the measure of the threshold pitch.
  • threshold division is to be understood as meaning the free distance between two adjacent sleepers of the track grate plus a threshold width in the rail longitudinal direction.
  • a particularly effective development of the inventive concept provides that at least one support plate is inclined outwards. In this way, it is achieved that a rail vehicle wheel, which enters the currentless and closed state of the electrodynamic brake in the brake groove formed by the opposing brake beams, these brake beams must not be forced apart. In certain applications, this is due to the friction of the brake beams On the pole faces of the magnet trough or on the support plates caused idle work undesirable. Especially when an electrodynamic track brake can be built by a juxtaposition of individual brake modules, then the lossless driving on individual currentless connected brake modules is of particular importance. It will happen again and again in practice that not all brake modules are required for each braking operation.
  • the FIG. 1 shows the built-in rails of rails (2) and sleepers (10) track grid built-in electrodynamic rail brake.
  • the base plate (1) of the U-shaped trough body with the running rail (2) via the clamping pieces (3) is clamped.
  • the side edges (4) of the U-shaped trough body are bolted to the base plate (1).
  • the upper end of the side edges form the outwardly inclined support plates (5) on which the brake beams (6) can move in a transversely bounded by corresponding stops region transverse to the rail longitudinal direction.
  • the braking forces acting on the brake beams along the rail are introduced into the inclined support plates (5) by head bolts (7) screwed into the brake beams (6).
  • the head bolts move in corresponding oblong holes (transverse to the rail) in the inclined support plates.
  • the inclined support plates (5) project beyond the threshold compartment and underlie the brake beams.
  • the magnetic field of the electrodynamic brake is generated by the side legs (4) of the U-shaped trough body enclosing coils (8). When energized coils, a magnetic field is generated such that the brake beams have different magnetic polarity. Due to the magnetic forces of attraction, the brake beams are pulled against the wheel and the magnetic circuit is closed.
  • the brake beams slide uphill on the inclined support plates.
  • the brake bars slide apart on the inclined plates with gravity assistance; the electrodynamic brake thus assumes its release position. Due to the structural design of the U-shaped trough body, the brake can be installed without intervention in the superstructure in an existing track.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Operating, Guiding And Securing Of Roll- Type Closing Members (AREA)
  • Railway Tracks (AREA)

Claims (8)

  1. Frein de voie électrodynamique permettant de bloquer des véhicules ferroviaires arrêtés ou en cours de freinage,
    qui comprend des poutres-freins (6) qui s'appuient de manière mobile transversalement au sens longitudinal du rail sur un corps en creux ferromagnétique (1, 4) sensiblement en forme de U et entourant par dessous le rail de roulement (2) guidant les roues ferroviaires et se posent depuis le côté, sous l'influence d'un champ magnétique fermant par l'intermédiaire du corps en creux en forme de U les poutres-freins et les roues du véhicule, contre les roues du véhicule et immobilisant ou freinant celles-ci par friction mécanique ainsi que par induction de flux tourbillonnants et
    qui peut être monté sur un caillebotis de voie composé de rails de roulement (2) et de traverses (10) espacées les unes des autres d'une distance prescrite (a) dans le sens longitudinal du rail,
    caractérisé en ce que
    le corps en creux ferromagnétique est fixé en suspension au pied du rail de roulement (2).
  2. Frein de voie électrodynamique permettant de bloquer des véhicules ferroviaires arrêtés ou en cours de freinage selon la revendication 1, caractérisé en ce que la fixation du corps en creux ferromagnétique en forme de U au pied du rail de roulement (2) comprend une pluralité de pièces de serrage en forme de crochets (3) qui tiennent le pied du rail par son dessus et peuvent être en même temps vissés à la plaque de base (1) du corps en creux en forme de U.
  3. Frein de voie électrodynamique permettant de bloquer des véhicules ferroviaires arrêtés ou en cours de freinage selon la revendication 1 ou 2, caractérisé en ce que le frein de voie électrodynamique est composé d'une pluralité de corps en creux ferromagnétiques individuels formant respectivement un creux magnétique et présentant respectivement sur leurs deux branches (4) des corps en bobines (8) ainsi qu'une paire de poutres-freins (6) opposées et mobiles sur les surfaces des pôles des creux magnétiques.
  4. Frein de voie électrodynamique permettant de bloquer des véhicules ferroviaires arrêtés ou en cours de freinage selon au moins une des revendications 1 à 3, caractérisé en ce que les dimensions du corps en creux ferromagnétique en forme de U sont, en direction de l'axe longitudinal du rail, inférieures à la distance libre (a) entre deux traverses espacées du caillebotis de voie.
  5. Frein de voie électrodynamique permettant de bloquer des véhicules ferroviaires arrêtés ou en cours de freinage selon au moins une des revendications 1 à 4, caractérisé en ce que la plaque de base (1) et la branche latérale (4) du corps en creux ferromagnétique en forme de U peuvent être vissées ensemble.
  6. Frein de voie électrodynamique permettant de bloquer des véhicules ferroviaires arrêtés ou en cours de freinage selon au moins une des revendications 1 à 5, caractérisé en ce que chaque poutre-frein (6) s'appuie de manière mobile sur une plaque porteuse (5).
  7. Frein de voie électrodynamique permettant de bloquer des véhicules ferroviaires arrêtés ou en cours de freinage selon la revendication 6, caractérisé en ce que la dimension de la plaque porteuse et de la poutre-frein en direction de l'axe longitudinal du rail est supérieure à la distance libre (a) entre deux traverses voisines d'un caillebotis de voie mais en même temps inférieure à la dimension du pas des traverses (b).
  8. Frein de voie électrodynamique permettant de bloquer des véhicules ferroviaires arrêtés ou en cours de freinage selon la revendication 6 ou 7, caractérisé en ce qu'au moins une plaque porteuse (5) est inclinée vers l'extérieur.
EP07015248A 2006-09-18 2007-08-03 Frein de voie électrodynamique Not-in-force EP1900596B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006043663A DE102006043663A1 (de) 2006-09-18 2006-09-18 Elektrodynamische Gleisbremse

Publications (2)

Publication Number Publication Date
EP1900596A1 EP1900596A1 (fr) 2008-03-19
EP1900596B1 true EP1900596B1 (fr) 2009-03-11

Family

ID=38870330

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07015248A Not-in-force EP1900596B1 (fr) 2006-09-18 2007-08-03 Frein de voie électrodynamique

Country Status (3)

Country Link
EP (1) EP1900596B1 (fr)
AT (1) ATE425061T1 (fr)
DE (2) DE102006043663A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017200811B3 (de) * 2017-01-19 2018-06-28 Db Netz Ag Elektrodynamische Gleisbremse
CN109229134B (zh) * 2018-11-14 2024-05-07 粤水电轨道交通建设有限公司 电机车双向应急防溜制动装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2306300A1 (de) * 1973-02-08 1974-08-15 Siemens Ag Anordnung bei wirbelstromgleisbremsen
DE2941672A1 (de) * 1979-10-15 1981-04-23 Siemens AG, 1000 Berlin und 8000 München Wirbelstromgleisbremse
DD211525A1 (de) * 1982-11-09 1984-07-18 Verkehrswesen Forsch Inst Selbstoeffnende elektrodynamische gleisbremse
DE4143283C2 (de) * 1991-12-30 1998-09-10 Deutsche Bahn Ag Einrichtung zur Magnetkreisanpassung bei elektrodynamischen Gleisbremsen

Also Published As

Publication number Publication date
DE102006043663A1 (de) 2008-03-27
DE502007000511D1 (de) 2009-04-23
ATE425061T1 (de) 2009-03-15
EP1900596A1 (fr) 2008-03-19

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