EP2331380B1 - Wirbelstromgleisbremse - Google Patents

Wirbelstromgleisbremse Download PDF

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Publication number
EP2331380B1
EP2331380B1 EP09737479.7A EP09737479A EP2331380B1 EP 2331380 B1 EP2331380 B1 EP 2331380B1 EP 09737479 A EP09737479 A EP 09737479A EP 2331380 B1 EP2331380 B1 EP 2331380B1
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EP
European Patent Office
Prior art keywords
permanent magnets
eddy current
rail
rail brake
brake
Prior art date
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Active
Application number
EP09737479.7A
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English (en)
French (fr)
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EP2331380A2 (de
Inventor
Kenji Imanishi
Mitsuo Miyahara
Yasutaka Noguchi
Hiroshi Nogami
Akira Saito
Naoki Kitagawa
Hitoshi Taguchi
Shinnichirou Hiramatsu
Mitsuaki Watanabe
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Nippon Steel Corp
Original Assignee
Nippon Steel and Sumitomo Metal Corp
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Publication date
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Publication of EP2331380A2 publication Critical patent/EP2331380A2/de
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Publication of EP2331380B1 publication Critical patent/EP2331380B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B61H7/06—Skids
    • B61H7/08—Skids electromagnetically operated
    • B61H7/083—Skids electromagnetically operated working with eddy currents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B61H7/06—Skids
    • B61H7/08—Skids electromagnetically operated
    • B61H7/086—Suspensions therefor

Definitions

  • This invention relates to an eddy current rail brake of permanent magnet type for decelerating a moving railway vehicle without contacting a rail.
  • Adhesion-type braking devices (referred to below as a adhesive brakes) which utilize the frictional force (referred to below as adhesion) between rails and wheels have been much used as braking devices for railway vehicles for high-speed rail lines such as the bullet trains in Japan called Shinkansen, railway vehicles on conventional (ordinary speed) railway lines, streetcars, and the like.
  • the maximum braking force generated by an adhesive brake is determined by the strength of adhesion. If a large braking force exceeding the maximum braking force of a wheel is applied to the wheel, the wheel slides on a rail instead of rolling, and an adhesion is no longer obtained. This causes the braking distance of a railway vehicle to be greatly increased.
  • a rail brake-type braking device (referred to below as a rail brake) has been proposed in the art.
  • a rail brake is a braking device which is used in combination with an adhesive brake. It obtains a braking force for a rail car directly from the rails by applying brakes from a braking device mounted on a bogie (also called truck) to a rail.
  • Rail brakes can be generally classified as (a) adsorption types, (b) eddy current types, and (c) adsorption/eddy current types which operate an eddy current type rail brake as an adsorption type rail brake.
  • Figure 8(a) is a perspective view showing one example of an adsorption/eddy current rail brake
  • Figure 8(b) is a front view of one example of this rail brake
  • Figure 8(c) is an explanatory view schematically showing the generation of eddy currents in the head of a rail at the time of braking with this rail brake.
  • a magnet unit 4 is suspended so as to be able to be raised and lowered by a raise and fall (up and down) device 3 (such as a hydraulic cylinder or a pneumatic cylinder) mounted on a side beam 2 of a bogie frame which supports wheels 1, 1.
  • a raise and fall (up and down) device 3 such as a hydraulic cylinder or a pneumatic cylinder mounted on a side beam 2 of a bogie frame which supports wheels 1, 1.
  • a plurality of electromagnets 4a are installed in the magnet unit 4 in a row extending in the same direction as the side beam 2 (to the left and right in Figure 8(b) ).
  • the pole face on the bottom of each electromagnet 4a is oriented toward the top surface of the head of the rail 5.
  • Brake shoes 4b are mounted on the pole faces of the electromagnets.
  • the magnet unit 4 of this rail brake is lowered by the raise and fall device 3, and the brake shoes 4b are pressed against the top surface of the head of the rail 5.
  • electric current is passed through exciting coils wound around the poles of each electromagnet 4a so as to generate a magnetic flux in the pole cores of the electromagnets 4a, and eddy currents C shown in Figure 8(c) are generated in the rail 5 due to the relative speed of the bogie frame and the rail 5.
  • a braking force which acts on the bogie frame is produced by the electromagnetic attraction force which is generated between the rail 5 and the cores of the electromagnets 4a.
  • an adsorption/eddy current rail brake also employs the braking force generated by friction between the rail 5 and the brake shoes 4b, it is difficult to obtain a stable braking force during rain or snow.
  • an adsorption/eddy current rail brake converts kinetic energy into thermal energy caused by friction between the brake shoes 4b and the rail 5 in the same manner as an adsorption rail brake, and the thermal energy is dispersed into the rail 5. Therefore, this type of contacting rail brake is capable of damaging the rail 5.
  • a non-contacting eddy current rail brake which does not use brake shoes must compensate for the braking force generated by friction with a rail in an adsorption/eddy current rail brake by employing alternative means, such as by increasing the number of windings of electromagnets. Therefore, the weight (mass) of a non-contacting eddy current rail brake is unavoidably increased, and as its weight increases, the inertia of a bogie also increases, which may make it necessary to further increase the braking force.
  • An adsorption rail brake, an eddy current rail brake, and an adsorption/eddy current rail brake each use electromagnets to obtain a braking force. It is necessary to pass current through exciting coils in order for these rail brakes to generate a braking force. Normally, this current is provided by batteries which are mounted on a rail car as an emergency power supply. Therefore, the overall weight of these rail brakes increases since it is necessary to increase the capacity of the emergency power supply.
  • Patent Document 1 discloses an eddy current rail brake which has a low probability of damaging rails and is not easily affected by the weather.
  • permanent magnets are used instead of electromagnets.
  • Figure 9(a) is a front view of an eddy current rail brake using permanent magnets which is disclosed in Patent Document 1
  • Figure 9(b) is an enlarged view showing the main portions of this eddy current rail brake at the time of non-braking
  • Figure 9(c) is an enlarged view showing the main portions of this eddy current rail brake at the time of braking.
  • a magnet unit 4 of an eddy current rail brake using permanent magnets disclosed in Patent Document 1 is suspended from a bogie frame 2.
  • Permanent magnets 6 are rotatably mounted so as to be able to rotate about horizontal axes 7 which are perpendicular to the direction in which the side beam 2 of the bogie frame extends.
  • the permanent magnets 6 are rotated by 90° with respect to the braking state shown in Figure 9(c) .
  • the permanent magnets 6 are rotated by 90° in both directions by a rotating mechanism 8 through pole core 9.
  • the rotating mechanism 8 comprises a crank 8a which pivots about an axis 7, and a link mechanism 8b which is connected to the crank 8a.
  • Patent Document 1 JP 10-167068 A
  • the publication DE 100 08052 A1 discloses a permanent magnet eddy current brake including permanent magnets that can be rotated around an axis perpendicular to a rail when operated.
  • the flux from the permanent magnets 6 is in effect detoured through the gap 10 and the pole core 9, and as the flux passes through the pole core 9, the flux density decreases due to reluctance (magnetic resistance), resulting in a decrease in the braking efficiency.
  • reluctance magnetic resistance
  • a magnetic short circuit is formed in portions of the magnets opposite from the surface opposing the rail 5, leading to a further decrease in the braking efficiency.
  • the present invention is an eddy current rail brake having a magnet unit which is mounted on a bogie frame of a railway car and which generates a magnetic attraction force with respect to a rail, characterized in that (a) the magnet unit comprises an elongated support member and a plurality of permanent magnets, (b) the support member is ferromagnetic and is installed such that it extends in a direction generally parallel to the direction in which a side beam of the bogie frame extends and can rotate about an axis which is generally parallel to this direction, (c) the plurality of permanent magnets are installed on the support member in series in the above-described direction with their poles faces spaced above the rail, and (d) of the plurality of permanent magnets, at least two adjoining permanent magnets are arranged so as to have different (i.e., opposite) polarities from each other.
  • all the permanent magnets are disposed such that each permanent magnet has a different polarity from the adjoining permanent magnets, (f) in a braking state, the pole faces of the permanent magnets are disposed so as to face (or orient toward) the top surface of the head of the rail, and (g) in a non-braking state, the pole faces of the permanent magnets are disposed so as to not face (not orient toward) the top surface of the head of the rail. In this manner, a maximum braking force can be obtained.
  • the pole faces of the permanent magnets have an outline constituted by a straight line portion positioned at the center of each pole face and two curved portions positioned on both sides of the straight line portion, and (i) in a cross section perpendicular to the above-described generally parallel direction, the shape of the two curved portions matches the shape of an arc drawn by the permanent magnets when the support member is rotated.
  • the rail brake further comprises a protective cover formed from a ferromagnetic material and positioned on the side of the magnet unit, and (k) the protective cover surrounds the pole faces of the permanent magnets at least in a non-braking state.
  • the protective cover can prevent magnetic leakage and can prevent impact of the permanent magnets with objects and attraction of small falling magnetic objects to the permanent magnets.
  • the support member comprises a support plate having the shape of the letter L in a cross section perpendicular to the above-described generally parallel direction, and (m) in a non-braking state, the support plate faces the top surface of the head of the rail.
  • the present invention as it is not necessary to have a pole core which surrounds permanent magnets, it is possible to provide an eddy current rail brake using permanent magnets which is lightweight and has excellent mountability and which has a braking force which can be easily controlled.
  • 1 wheel, 2: side beam of bogie frame, 3: raise and fall device, 4: magnet unit, 4a: electromagnet, 4b: brake shoe, 5: rail, 5a: top surface of head of rail, 6: permanent magnet, 7: horizontal axis, 8a: crank, 8b: link mechanism, 9: pole core, 10: gap, 11: eddy current rail brake according to the present invention, 12: magnet unit, 13: protective cover, 14a, 14b: bracket, 15: support member (yoke), 16: shaft, 17: permanent magnet, 18: trunnion, 19: rod, 20 link.
  • Figure 1(a) is a perspective view showing a magnet unit 12 which is a component of an eddy current rail brake 11 according to the present invention
  • Figure 1(b) is a perspective view showing the magnet unit 12 with a protective cover 13 removed and with one bracket 14b omitted
  • Figure 1(c) is a front view showing the magnet unit 12 with the protective cover 13 removed.
  • a magnet unit 12 of this embodiment of an eddy current rail brake according to the present invention includes a yoke 15 which is a ferromagnetic support member, and two brackets 14a and 14b which rotatably support shafts 16 which are coaxially disposed at both lengthwise ends of the yoke 15.
  • the yoke 15 is a support plate made of a ferromagnetic material and supports a plurality of permanent magnets 17 which are arranged in series and secured to the yoke.
  • the plurality of permanent magnets 17 are disposed so that each permanent magnets 17 has a different (opposite) polarity from each of the adjoining permanent magnets 17.
  • the permanent magnets 17 are preferably rare earth magnets such as Nd-Fe-B magnets and most preferably Neomax-50 (trade name) magnets having a maximum energy product (BH) max of approximately 422 - 389 (kj-m -3 ).
  • the two brackets 14a and 14b are mounted and secured by welding or other suitable bonding method to an unillustrated bogie frame (such as the outer wall surface of a side beam of the frame) so that the pole faces 17a of the permanent magnets 17 can face the top surface of the head 5a of the rail 5 and so that the shafts 16 provided on the yoke 15 are aligned in the lengthwise direction of the rail 5.
  • the spacing between the pole face of each magnet and the rail is preferably in the range of from 5 mm to 15 mm.
  • a rod 19 having a trunnion 18 provided thereon is provided at the lengthwise center of the yoke 15.
  • the rod 19 supports the yoke 15 through a link 20 which is provided at its end.
  • the rod 19 can be rotated about the trunnion 18 by advancing and retracting an unillustrated pneumatic cylinder.
  • the yoke 15 which is rotatably connected to the link 20 at the end of the rod 19 can be rotated by 90° in both directions about the shafts 16 to switch the eddy current rail brake 11 according to the present invention between a braking and non-braking state.
  • Figures 2(a) - 2(d) are explanatory views of two adjoining permanent magnets 17 showing the state of switching between braking and non-braking state with the passage of time in an eddy current rail brake 11 according to the present invention.
  • the heavy arrows in Figures 2(a) - 2(d) indicate the direction of travel of a rail car.
  • two permanent magnets 17 in a magnet unit 12 of an eddy current rail brake according to the present invention are disposed so that their pole faces 17a both face towards the top surface of the head 5a of the rail 5. This produces the largest braking force.
  • the yoke 15 By operating the unillustrated air cylinder, the yoke 15 is gradually rotated around the two shafts 16 from the braking state shown in Figure 2(a) . As the yoke 15 rotates, the two permanent magnets 17 supported by the yoke 15 also gradually rotate as shown in Figure 2(b) and Figure 2(c) so that the pole faces 17a of the two permanent magnets 17 no longer face the top surface of the head 5a of the rail 5.
  • an eddy current rail brake 11 can adjust the magnitude of the braking force which is generated by suitably adjusting the rotational angle of the yoke 15 and adjusting the direction in which the pole faces 17a of the two permanent magnets 17 is directed.
  • an eddy current rail brake 11 in an eddy current rail brake 11 according to the present invention, switching between braking and non-braking is performed by rotating the yoke 15 so as to rotate the permanent magnets 17.
  • the magnetic path between the pole faces 17a of the permanent magnets 17 and the head 5a of the rail 5 can be minimized. Therefore, an eddy current rail brake 11 according to the present invention can increase magnetic efficiency and decrease the overall weight of the eddy current rail brake 11.
  • Figure 3 is a cross-sectional view showing one example of the cross-sectional shape of a permanent magnet 17 of the magnet unit 12 of an eddy current rail brake 11 according to the present invention.
  • Reference number 13 in Figure 3 indicates a protective cover of a magnetic material which surrounds the pole faces 17a of the permanent magnets 17 when the plurality of permanent magnets 17 arranged in series on the yoke 15 are in a non-braking state.
  • the protective cover 13 can protect the pole faces 17a from being impacted by objects and from attracting small falling objects of a magnetic material.
  • the protective cover 13 can prevent magnetic leakage at the time of non-braking.
  • the cross-sectional shape of the pole face 17a of each permanent magnet 17 facing the top surface of the head 5a of the rail 5 in a braking state as viewed in the direction of travel of a rail car preferably comprises a combination of a straight line portion Ls at the center of the cross section and two curved portions Lc on both sides of the straight line portion Ls.
  • the two curved portions Lc are preferably circular arcs matching a circular arc which is the path of rotation of the permanent magnet 17 at the time of switching between braking and non-braking.
  • the width of the straight line portion Ls of the pole face 17a of the permanent magnet 17 is preferably more than one-half of the width (65 mm) of the head 5a, such as 35 mm.
  • the diameter of a circular arc (coinciding with the two curved portions Lc) which is the path of rotation of the permanent magnet 17 at the time of switching between braking and non-braking is preferably 96% or somewhat smaller, for example, 120 mm, when the width of the rim of the wheel (such as 125 mm) is made an upper limit.
  • the center of the cross section of the pole face 17a of a permanent magnet 17 as viewed in the direction of travel of a rail car preferably coincides with the center of the rail 5 as viewed in the same direction.
  • an eddy current rail brake 11 it is sufficient to rotate the yoke 15 which supports the permanent magnets 17 about the shafts 16 functioning as an axis of rotation. Therefore, with an eddy current rail brake 11 according to the present invention, it is possible to move the permanent magnets 17 which generate a magnetic attraction force with respect to the rail 5 away from the rail 5 with a small force.
  • an eddy current rail brake 11 due to the repulsive force which accompanies an eddy current generated in a rail 5 during travel, it is possible to switch between braking and non-braking with a further decreased force.
  • an eddy current rail brake 11 using permanent magnets 17 can be provided which is lightweight, which has excellent mountability, and which can easily control the braking force.
  • a conventional eddy current brake of the electromagnet disc-type (such as the eddy current brake proposed in Japanese Patent No. 2635573 ), an electromagnet rail brake as shown in Figure 8 , and an eddy current rail brake according to the present invention were compared.
  • Figure 4 is a graph showing the relative braking force as a function of relative speed for each type of brake obtained by electromagnetic field analysis.
  • Figure 5 is an explanatory view showing a model of an eddy current rail brake 11 according to the present invention used in the analysis of Figure 4 .
  • 14 permanent magnets 17 having a cross-sectional shape like that shown in Figure 3 (width of 118 mm, height of 60 mm) were disposed on the yoke 15 shown in Figure 5 having an overall length of 1152 mm, a width of 118 mm, and a height of 20 mm so that the adjoining permanent magnets 17 had different polarities from each other.
  • the gap between the permanent magnets 17 and the rail 5 was 10 mm.
  • the rail 5 was made of carbon steel for mechanical structural purposes (S50C), and structural members such as the yoke 15 and the protective cover 13 were made of rolled steel for general structural purposes (SS400).
  • an eddy current rail brake 11 according to the present invention maintained nearly the same gap of 10 mm between the permanent magnets 17 and the rail 5 as the electromagnet disc-type, an adequate braking force was obtained even at high speeds.
  • Figure 6(a) is an explanatory view of a yoke 15 having the shape of a flat plate as shown in Figures 1(a) - 1(b) , Figures 2(a) -2(d) and Figure 3
  • Figure 6(b) is an explanatory view of an L-shaped yoke
  • Figure 6(c) is a graph showing the braking force accompanying magnetic leakage and the braking force at the time of braking for the flat yoke 15 shown in Figure 6(a) and the L-shaped yoke 15 shown in Figure 6(b) .
  • an eddy current rail brake 11 instead of giving the yoke 15 the above-described flat plate shape shown in Figure 6(a) , it may be formed with the L shape shown in Figure 6(b) .
  • the pole faces 17a of the permanent magnets 17 are preferably made to face towards the top surface of the head 5a of the rail 5, and at the time of non-braking, the L-shaped yoke 15 is preferably made to face the top surface of the head 5a of the rail 5.
  • the braking force generated at the time of non-braking due to magnetic leakage can be greatly decreased compared to a flat plate-shaped yoke 15, and the decrease in the braking force due to magnetic leakage at the time of braking can also be decreased.
  • Figure 7 is a graph comparing the weight (or mass) of various components constituting a magnetic circuit for an electromagnet disc-type eddy current brake, an electromagnet rail brake as shown in Figure 8 , and an eddy current rail brake 11 according to the present invention.
  • an eddy current rail brake 11 can realize a decrease in weight of approximately 68% with respect to an electromagnet disc-type eddy current brake, and it can realize a decrease in weight of at least 29% with respect to an electromagnet rail brake since the electromagnet rail brake studied here has a small gap of 5 mm between the magnets and the rail 5 and has a low braking force.
  • a plurality of permanent magnets 17 are preferably arranged in series on a yoke 15 such that each permanent magnet 17 has a different polarity from the adjoining permanent magnets 17, but the present invention is not limited to this arrangement, and a plurality of permanent magnets 17 can be arranged so that at least two adjoining permanent magnets 17, 17 have different polarities from each other.
  • a protective cover 13 is installed on one side of the magnet unit 12 so as to cover the pole faces 17a of the permanent magnets 17 in a non-braking state, but a protective cover 13 may be provided on both sides of the magnet unit 12.

Claims (6)

  1. Wirbelstromschienenbremse (11), die angepasst ist, um auf einen Drehgestellrahmen eines Wagons montiert zu werden, und die eine Magneteinheit (12) aufweist, die angepasst ist, um eine magnetische Anziehungskraft gegenüber einer Schiene (5) zu erzeugen,
    wobei die Magneteinheit (12) ein längliches Unterstützungsteil (15) und eine Mehrzahl von Permanentmagneten (17) umfasst,
    wobei das Unterstützungsteil (15) ferromagnetisch ist und so eingebaut ist, dass, wenn die Schienenbremse auf dem Drehgestellrahmen montiert ist, das Unterstützungsteil (15) sich in eine Richtung erstreckt, die im Wesentlichen parallel zu der Richtung ist, in der sich ein Seitenholm des Drehgestellrahmens erstreckt,
    dadurch gekennzeichnet, dass
    es sich um eine Achse, die im Wesentlichen parallel zu der Richtung ist, in der sich der Seitenholm erstreckt, drehen kann,
    die Mehrzahl von Permanentmagneten (17) auf dem Unterstützungsteil (15) entlang der im Wesentlichen parallelen Richtung mit ihren oberhalb der Schiene (5) angeordneten Polflächen (17a) in Reihe verbaut sind, und
    von der Mehrzahl von Permanentmagneten (17) zumindest zwei benachbarte Permanentmagnete angeordnet sind, um voneinander abweichende Polaritäten aufzuweisen.
  2. Wirbelstromschienenbremse (11) nach Anspruch 1, dadurch gekennzeichnet, dass die Mehrzahl von Permanentmagneten (17) so angeordnet sind, dass
    jeder der Permanentmagnete eine andere Polarität als die benachbarten Permanentmagnete aufweist,
    zum Zeitpunkt des Bremsens die Polflächen (17a) der Permanentmagnete so angeordnet sind, um der Deckfläche des Kopfes (5a) der Schiene (5) zugewandt zu sein, und
    zum Zeitpunkt des Nicht-Bremsens die Polflächen (17a) der Permanentmagnete in Stellungen angeordnet sind, die der Deckfläche des Kopfes (5a) der Schiene (5) nicht zugewandt sind.
  3. Wirbelstromschienenbremse (11) nach Anspruch 1, dadurch gekennzeichnet, dass:
    in einem Querschnitt, der zu der im Wesentlichen parallelen Richtung senkrecht ist, die Polflächen (17) der Permanentmagnete eine Kontur aufweisen, die von einem im Zentrum angeordneten, geraden Linienabschnitt (Ls) und zwei an beiden Seiten des geraden Linienabschnitts angeordneten, gekrümmten Abschnitten (Lc) gebildet ist, und
    in einem Querschnitt, der zu der im Wesentlichen parallelen Richtung senkrecht ist, die Form der zwei gekrümmten Abschnitte (Lc) mit der Form eines kreisartigen Bogens, der von den Permanentmagneten gezeichnet wird, wenn das Unterstützungsteil gedreht wird, zusammenfällt.
  4. Wirbelstromschienenbremse nach Anspruch 1, dadurch gekennzeichnet, dass:
    es eine Schutzabdeckung aus einem ferromagnetischen Material aufweist, die auf einer Seite der Magneteinheit angeordnet ist, und
    die Schutzabdeckung die Polflächen der Permanentmagnete zumindest in einem Nicht-Brems-Zustand abdeckt.
  5. Wirbelstromschienenbremse nach Anspruch 1, dadurch gekennzeichnet, dass:
    das Unterstützungsteil eine Unterstützungsplatte mit einer L-Form in einem Querschnitt aufweist, der senkrecht zu der im Wesentlichen parallelen Richtung ist, und
    in einem Nicht-Brems-Zustand die Unterstützungsplatte der Deckfläche des Kopfes der Schiene zugewandt ist.
  6. Wagon mit einem Drehgestellrahmen und einer Wirbelstromschienenbremse (11) nach einem der vorherigen Ansprüche, wobei die Wirbelstromschienenbremse (11) auf den Drehgestellrahmen montiert ist.
EP09737479.7A 2008-10-02 2009-10-02 Wirbelstromgleisbremse Active EP2331380B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2008257625A JP5151882B2 (ja) 2008-10-02 2008-10-02 渦電流式レールブレーキ
PCT/JP2009/067582 WO2010038910A2 (en) 2008-10-02 2009-10-02 Eddy current rail brake

Publications (2)

Publication Number Publication Date
EP2331380A2 EP2331380A2 (de) 2011-06-15
EP2331380B1 true EP2331380B1 (de) 2016-07-13

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EP09737479.7A Active EP2331380B1 (de) 2008-10-02 2009-10-02 Wirbelstromgleisbremse

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EP (1) EP2331380B1 (de)
JP (1) JP5151882B2 (de)
CN (1) CN102149588B (de)
WO (1) WO2010038910A2 (de)

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US10071755B2 (en) 2014-03-17 2018-09-11 Knorr-Bremse Gesellschaft Mit Beschrankter Haftung Housing device for a magnet body for an electromagnetic or permanently magnetic rail brake for a rail vehicle and electromagnetic or permanently magnetic rail brake for a rail vehicle
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FR3043626B1 (fr) * 2015-11-13 2018-09-14 Metrolab Vehicule guide sur voie, en particulier vehicule ferroviaire, ayant un frein a induction et agencement de transport comprenant ce dernier
WO2018074280A1 (ja) * 2016-10-18 2018-04-26 新日鐵住金株式会社 渦電流式レールブレーキ
KR101858944B1 (ko) * 2016-11-16 2018-05-18 한국철도기술연구원 제동소음 저감을 위한 철도차량용 와전류 제동시스템
EP3451516B1 (de) * 2017-08-30 2019-10-30 InTraSys GmbH Innovative Transport Systeme Wirkungsveränderliche wirbelstrombremse mit magnetanordnung und induktionsanordnung sowie magnetanordnung und induktionsanordnung hierfür
JP7006528B2 (ja) * 2018-07-10 2022-01-24 日本製鉄株式会社 渦電流式レールブレーキ装置
JP7047916B2 (ja) * 2018-07-30 2022-04-05 日本製鉄株式会社 渦電流式レールブレーキ装置
CN109357836A (zh) * 2018-10-30 2019-02-19 河海大学 一种车桥系统风洞试验车辆制动装置及其制作方法
CN109412381A (zh) * 2018-12-20 2019-03-01 中国铁道科学研究院集团有限公司 线性涡流制动装置
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AT525629B1 (de) * 2022-02-28 2023-06-15 Siemens Mobility Austria Gmbh Haltevorrichtung für eine Schienenfahrzeugbremse und Fahrwerk für ein Schienenfahrzeug
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CN111645531A (zh) * 2020-06-16 2020-09-11 中车青岛四方车辆研究所有限公司 基于涡流制动器的电磁干扰抑制方法
CN111645531B (zh) * 2020-06-16 2021-07-09 中车青岛四方车辆研究所有限公司 基于涡流制动器的电磁干扰抑制方法

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WO2010038910A2 (en) 2010-04-08
EP2331380A2 (de) 2011-06-15
JP5151882B2 (ja) 2013-02-27
CN102149588A (zh) 2011-08-10
CN102149588B (zh) 2013-07-10
WO2010038910A3 (en) 2010-11-11

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