EP2865578B1 - Brake bars with reduced acoustic emissions for electrodynamic railway brakes - Google Patents

Brake bars with reduced acoustic emissions for electrodynamic railway brakes Download PDF

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Publication number
EP2865578B1
EP2865578B1 EP14003550.2A EP14003550A EP2865578B1 EP 2865578 B1 EP2865578 B1 EP 2865578B1 EP 14003550 A EP14003550 A EP 14003550A EP 2865578 B1 EP2865578 B1 EP 2865578B1
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EP
European Patent Office
Prior art keywords
brake
sound
retarder
insert
electrodynamic
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EP14003550.2A
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German (de)
French (fr)
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EP2865578A1 (en
Inventor
Dietmar Becker
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FEW Fahrzeug- und Entwicklungswerk Blankenburg GmbH
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FEW Fahrzeug- und Entwicklungswerk Blankenburg GmbH
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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
    • B61K7/10—Track brakes or retarding apparatus electrodynamic

Definitions

  • the invention is based on a sound emission-reduced brake beam of electrodynamic rail brakes, according to the preamble of claim 1.
  • freight handling by gravity from a runoff mountain in the individual sorting or turning tracks freight wagons on a defined, depending on the degree of filling of the receiving direction track Speed be slowed down.
  • rail brakes are usually used, which are fixedly mounted on or in the track and whose braking force is calculated and adjusted at each departing wagon by a central control authority.
  • Electrodynamic rail brakes represent a proven and widespread design for this purpose.
  • the functional principle of the electrodynamic track brake which is sometimes referred to as eddy current track brake, based on the fact that a substantially U-shaped trough made of ferromagnetic material, each rail from below engages.
  • eddy current track brake With the help of electrically flowed coil windings, which are arranged in the space between the rail and trough, a magnetic field is induced in the U-shaped trough, so that an open magnetic circuit is formed, wherein the free ends of the two legs of the U-shaped trough magnetic pole faces form.
  • translationally movable brake beams are mounted, the sliding surfaces on the trough To reduce wear and to allow the closing of the brake without a wheel at regular intervals must be lubricated.
  • the brake beams are displaceable only in the transverse direction to the rail longitudinal axis.
  • the brake beams are arranged so that the opposing brake beams each form a brake groove through which each rolling on the associated rail track wheel of a rail vehicle must pass.
  • the brake beams are applied or pressed against the wheel of the rail vehicle by the action of magnetic forces.
  • the hardness of the braking surface is set approximately equal to the hardness of the wheel. This is usually accomplished by applying a hard facing layer of the appropriate hardness to the braking surface of the standard structural steel (St37-2) brake beam.
  • a track brake for rail vehicles which consists of a plurality of elongated brake pads, which are fixed at a distance one behind the other on a continuous brake beam by means of bolts.
  • the rail wheel facing surface of the brake pads is referred to as a braking surface and consists of a matrix material, eg. B. in the form of a cast body of nodular graphite.
  • abrasion-generating material such as cylindrical bolts of sintered ceramic, inserted, for example, pressed into blind holes.
  • the unpleasant high-frequency brake noises are considerably reduced by the abrasion particles generated by the braking action between the brake surface and the rail wheel.
  • the coefficient of friction is increased by the abrasion particles, which leads to a better braking performance of the track brake ( DE 10 2011 115 089 A1 ).
  • the disadvantage of this invention is that special inserts are required for sound reduction, which form an intermediate layer between rail wheel and braking surface. Apart from the fact that abrasion always represents an environmental impact, the abrasion must be firmly pressed into the braking surface of the brake pads, which requires an increased production cost.
  • Each brake beam has a U-profile which is open towards the vehicle wheels to be braked and which is subdivided by webs into a multiplicity of chambers adjoining in the longitudinal direction of the brake beam.
  • a wear element is floatingly mounted by means of a pocket enclosing this on all sides and projects out of the chambers.
  • the bags themselves consist of a vibration-damping material, such as rubber, certain plastics or foams.
  • Each wear element is together with its pocket over at least one bolt held, which is passed through at least one leg of the U-profile and protrudes at least into the wear element.
  • the recess in the wear element for receiving the bolt is formed without contact to the wear element ( DE 39 30 332 A1 ).
  • a direct connection of the vibration damping material with the brake beam is known in a track brake, in which on the brake bar at a distance segments behind each other are arranged as brake pads.
  • the brake pads are incorporated in recesses of the brake beam, which are separated by extending transversely to the longitudinal axis of the brake beam webs, positively mounted and secured by means of bolts.
  • the segments are formed as sandwich segments having at least two horizontal, superposed layers of mutually different material.
  • the individual layers can z. B. from a shell made of steel and a lower part also made of steel.
  • the middle layer located between the upper and lower part can, for.
  • As plastic iron, iron alloys, non-ferrous metals, sintered metals, ceramics or an organic material ( CH 634 514 A5 ).
  • the sandwich construction described in this publication is not stable enough from a mechanical engineering point of view, since the clamping of materials of lower compressive strength in a screw connection only allows low preload forces and also a loss of prestress quickly occurs due to settlement.
  • the components of the sandwich brake pads which have a lower modulus of elasticity, ie have plastic or quasi-elastic properties, give way to the pressure of the screw connection so that it loosens and, in turn, the brake noises become louder due to the resulting vibrations.
  • each sandwich segment existing two joints between the different materials favor the settling phenomena.
  • a major disadvantage is also an increased manufacturing and assembly costs of sandwich brake pads. They must be made exactly according to the length of the recesses of the brake beam and also be connected by several screw with the brake beam.
  • the sound emission-reduced brake beam according to the invention with the features of claim 1 can be produced much easier than the known from the prior art beam track brakes, where brake pads or blocks are attached to receive the sound-absorbing materials.
  • This is achieved in that the extending in the longitudinal direction of the brake beam sound-absorbing liner with high internal damping is introduced directly into the body of the brake beam of the braking surface ago.
  • a slot for example by milling, incorporated in the body of the brake beam.
  • the sound-insulating insert is introduced into the resulting groove.
  • the fact that the main body of the brake beam is only grooved and the insulating material is pressed into these grooves, eliminating the above-mentioned additional parts for receiving the deposits and any screw.
  • the main body of the brake beam itself absorbs the sound-insulating insert in its interior.
  • the production of the brake beam is much easier and therefore cheaper.
  • the existing between the upper and lower "lamella" of the brake beam sound bridges for the brake noise development of minor importance, since the close arrangement of the damping material to the location of the vibration excitation, namely the braking surface causes effective damping.
  • the damping material is not interrupted by parts or fasteners of the rail track brake, so that it is effective as a compact, uninterrupted deposit.
  • the damping material does not touch the wheel to be braked, whereby, apart from the abrasion generated during the braking process itself, additional abrasion is avoided.
  • the sound-insulating insert is integrally formed.
  • a one-piece insert is easier to introduce and fasten in the body of the brake beam.
  • the insert consists of several closely spaced sections. Due to their elasticity, their contact surfaces are pressed close to each other in the installed state, so that they act more or less like an uninterrupted insert.
  • the sound-insulating insert is frictionally secured in the elaborate groove of the brake beam, for example, pressed.
  • This simple technology achieves an even more cost-effective production of the brake beams.
  • the sound-absorbing insert is made of an elastomer.
  • the properties of the elastomer are chosen so that an intimate connection, similar to a vulcanization, takes place with the metal surface in the groove, whereby the damping material safely remains in the groove regardless of the vibration stress and not outward in the direction of braking surface emigrated.
  • the sound-insulating insert made of a rubber having a hardness of 50 to 55 Shore (A).
  • Fig. 1 shows a brake beam 1 in a standing position with a braking surface 2, in which a groove 3 is introduced, which is filled with an elastomer 4 as a sound-insulating insert.
  • the braking surface 2 is formed by a buildup weld 5.
  • Fig. 2 shows the brake bar in section.
  • the width of the groove 3 is 20 to 25% of the brake beam thickness, their depth 50 to 60% of the brake beam width.
  • the sound-absorbing insert 4 does not protrude up to the braking surface 2, but ends before the build-up welding 5.

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

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einem schallemissionsgeminderten Bremsbalken von elektrodynamischen Gleisbremsen, nach dem Oberbegriff des Anspruchs 1. In Eisenbahnrangieranlagen müssen die unter Ausnutzung der Schwerkraft von einem Ablaufberg in die einzelnen Sortier- bzw. Richtungsgleise einlaufenden Güterwagen auf eine definierte, vom Füllungsgrad des aufnehmenden Richtungsgleises abhängige Geschwindigkeit herunter gebremst werden. Hierbei kommen üblicherweise Gleisbremsen zum Einsatz, welche ortsfest am oder im Gleis montiert sind und deren Bremskraft bei jedem ablaufenden Waggon durch eine zentrale Steuerungsinstanz berechnet und eingestellt wird.The invention is based on a sound emission-reduced brake beam of electrodynamic rail brakes, according to the preamble of claim 1. In freight handling by gravity from a runoff mountain in the individual sorting or turning tracks freight wagons on a defined, depending on the degree of filling of the receiving direction track Speed be slowed down. Here are usually rail brakes are used, which are fixedly mounted on or in the track and whose braking force is calculated and adjusted at each departing wagon by a central control authority.

Elektrodynamische Gleisbremsen stellen hierzu eine bewährte und weit verbreitete Bauform dar. Das funktionale Prinzip der Elektrodynamischen Gleisbremse, welche bisweilen auch als Wirbelstrom-Gleisbremse bezeichnet wird, basiert darauf, dass ein im Wesentlichen U-förmiger Trog aus ferromagnetischem Material jede Fahrschiene von unten her umgreift. Mit Hilfe von elektrisch durchflossenen Spulenwicklungen, die im Zwischenraum zwischen Fahrschiene und Trog angeordnet sind, wird in dem U-förmigen Trog ein magnetisches Feld induziert, so dass ein offener Magnetkreis entsteht, wobei die freien Enden der beiden Schenkel des U-förmigen Troges magnetische Polflächen bilden. Auf diesen Polflächen sind translatorisch verschiebbare Bremsbalken gelagert, deren Gleitflächen auf dem Trog zur Verschleißminderung und zum Ermöglichen des Schließens der Bremse ohne Rad in regelmäßigen Abständen geschmiert werden müssen.Electrodynamic rail brakes represent a proven and widespread design for this purpose. The functional principle of the electrodynamic track brake, which is sometimes referred to as eddy current track brake, based on the fact that a substantially U-shaped trough made of ferromagnetic material, each rail from below engages. With the help of electrically flowed coil windings, which are arranged in the space between the rail and trough, a magnetic field is induced in the U-shaped trough, so that an open magnetic circuit is formed, wherein the free ends of the two legs of the U-shaped trough magnetic pole faces form. On these pole faces translationally movable brake beams are mounted, the sliding surfaces on the trough To reduce wear and to allow the closing of the brake without a wheel at regular intervals must be lubricated.

Bedingt durch eine Zwangsführung sind die Bremsbalken nur in Querrichtung zur Schienenlängsachse verschiebbar. Die Bremsbalken sind dabei so angeordnet, dass die einander gegenüberliegenden Bremsbalken jeweils eine Bremsrille bilden, durch die jedes auf der zugehörigen Fahrschiene rollende Rad eines Schienenfahrzeuges hindurch laufen muss. Sobald ein metallisches Rad eines Schienenfahrzeuges die Bremsrille zwischen den beiden Bremsbalken durchfährt, werden die Bremsbalken durch Einwirkung magnetischer Kräfte an das Rad des Schienenfahrzeuges angelegt bzw. angepresst. Durch Einstellen der Stromzufuhr kann somit die auf das Fahrzeugrad wirkende Bremskraft reguliert werden. Die Bremswirkung der Elektrodynamischen Gleisbremse wird dabei zum überwiegenden Teil durch Reibung der Bremsbalken an den Rädern erzeugt. In einem weitaus geringeren Anteil, der unter 10% liegt, bewirkt der so genannte Wirbelstromeffekt eine Bremswirkung. Im Falle der Elektrodynamischen Gleisbremse entsteht der Wirbelstromeffekt dadurch, dass das durch die Bremsrille rollende Rad die aus dem Bremsflächen der Bremsbalken austretenden bzw. eintretenden magnetischen Feldlinien schneidet. Die dadurch im metallischen Rad induzierten Wirbelströme bewirken eine bremsende Kraft auf das Rad.Due to a forced operation, the brake beams are displaceable only in the transverse direction to the rail longitudinal axis. The brake beams are arranged so that the opposing brake beams each form a brake groove through which each rolling on the associated rail track wheel of a rail vehicle must pass. As soon as a metallic wheel of a rail vehicle passes through the brake groove between the two brake beams, the brake beams are applied or pressed against the wheel of the rail vehicle by the action of magnetic forces. By adjusting the power supply, thus, the braking force acting on the vehicle wheel can be regulated. The braking effect of the electrodynamic rail brake is generated for the most part by friction of the brake beams on the wheels. In a far smaller proportion, which is less than 10%, causes the so-called eddy current effect a braking effect. In the case of the electrodynamic track brake, the eddy current effect is created by the wheel rolling through the brake groove cutting the magnetic field lines emerging or entering from the braking surfaces of the brake beams. The thus induced in the metallic wheel eddy currents cause a braking force on the wheel.

Um eine möglichst große Reibung zwischen der Bremsfläche des Bremsbalkens mit dem Rad zu erzeugen, wird die Härte der Bremsfläche ungefähr gleich der Härte des Rades eingestellt. Dies wird gewöhnlich durch eine Auftragsschweißschicht mit der entsprechenden Härte auf die Bremsfläche der aus gewöhnlichem Baustahl (St37-2) bestehenden Bremsbalken erreicht.In order to generate the greatest possible friction between the braking surface of the brake beam with the wheel, the hardness of the braking surface is set approximately equal to the hardness of the wheel. This is usually accomplished by applying a hard facing layer of the appropriate hardness to the braking surface of the standard structural steel (St37-2) brake beam.

Es ist bekannt, dass es bei metallischen Reibpaarungen gleicher Härte zu Fresserscheinungen, infolge von Kaltverschweißungen und deren Aufreißen kommt. Der davon herrührende Verschleiß der Bremsflächen an den Bremsbalken der Elektrodynamischen Gleisbremsen ist aber erfahrungsgemäß gering, so dass eine Standzeit von mehreren Jahren erreicht wird. Das Fressen an den Reibflächen regt aber den Bremsbalken sowie das Rad zu Schwingungen an, was sich in starker Geräuschemission, insbesondere in Quietschgeräuschen äußert.It is known that it comes in metallic friction pairings of the same hardness to galling, due to cold welding and their tearing. The resulting wear of the braking surfaces on the brake beams of the electrodynamic rail brakes is, however, experience low, so that a service life of several years is achieved. The seizure of the friction surfaces but stimulates the brake beam and the wheel to vibrations, which manifests itself in strong noise, especially in squeaking noises.

Bekannt ist eine Gleisbremse für Schienenfahrzeuge, die aus einer Vielzahl von länglichen Bremsklötzen besteht, die mit Abstand hintereinander auf einem durchgehenden Bremsbalken mittels Schraubbolzen befestigt sind. Die dem Schienenrad zugewandte Fläche der Bremsklötze wird als Bremsfläche bezeichnet und besteht aus einem Matrixwerkstoff, z. B. in Form eines Gusskörpers aus Kugelgraphit. In diese Bremsflächen sind Einsätze aus einem unter Bremslast temperaturfesten, Abrieb erzeugenden Werkstoff, beispielsweise zylindrische Bolzen aus Sinterkeramik, eingefügt, beispielsweise in Sacklochbohrungen eingepresst.A track brake for rail vehicles is known, which consists of a plurality of elongated brake pads, which are fixed at a distance one behind the other on a continuous brake beam by means of bolts. The rail wheel facing surface of the brake pads is referred to as a braking surface and consists of a matrix material, eg. B. in the form of a cast body of nodular graphite. In these braking surfaces inserts from a brake load temperature-resistant, abrasion-generating material, such as cylindrical bolts of sintered ceramic, inserted, for example, pressed into blind holes.

Die unangenehmen hochfrequenten Bremsgeräusche werden durch die durch den Bremsvorgang zwischen Bremsfläche und Schienenrad erzeugten Abriebpartikel erheblich reduziert. Außerdem wird durch die Abriebpartikel der Reibwert erhöht, was zu einer besseren Bremsleistung der Gleisbremse führt ( DE 10 2011 115 089 A1 ).The unpleasant high-frequency brake noises are considerably reduced by the abrasion particles generated by the braking action between the brake surface and the rail wheel. In addition, the coefficient of friction is increased by the abrasion particles, which leads to a better braking performance of the track brake ( DE 10 2011 115 089 A1 ).

Der Nachteil dieser Erfindung besteht darin, dass zur Schallreduzierung spezielle Einsatzkörper erforderlich sind, die eine Zwischenschicht zwischen Schienenrad und Bremsfläche bilden. Abgesehen davon, dass Abrieb immer eine Umweltbelastung darstellt, müssen die Abriebkörper fest in die Bremsfläche der Bremsklötze eingepresst werden, was einen erhöhten Fertigungsaufwand erfordert.The disadvantage of this invention is that special inserts are required for sound reduction, which form an intermediate layer between rail wheel and braking surface. Apart from the fact that abrasion always represents an environmental impact, the abrasion must be firmly pressed into the braking surface of the brake pads, which requires an increased production cost.

Bekannt sind ferner Bremsbalken für Balkengleisbremsen mit segmentierten Verschleißelementen, die über schwingungsdämpfende Materialien auf dem Bremsbalken aufliegen bzw. an diesem angeformt sind und dort über Bolzen mit Spiel befestigt sind. Zwischen benachbarten Verschleißelementen befinden sich ebenfalls schwingungsdämpfende Materialien. Jeder Bremsbalken weist ein zu den abzubremsenden Fahrzeugrädern hin offenes U-Profil auf, das durch Stege in eine Vielzahl von in Längsrichtung des Bremsbalkens aneinandergrenzenden Kammern unterteilt ist. In jeder Kammer ist ein Verschleißelement mittels einer dieses allseitig umschließenden Tasche schwimmend gelagert und ragt aus den Kammern hervor. Die Taschen selbst bestehen aus einem schwingungsdämpfenden Material, beispielsweise Gummi, bestimmten Kunst- oder Schaumstoffen. Jedes Verschleißelement ist zusammen mit seiner Tasche über mindestens einen Bolzen gehalten, der durch mindestens einen Schenkel des U-Profils hindurchgeführt ist und zumindest in das Verschleißelement hineinragt. Die Ausnehmung im Verschleißelement zur Aufnahme des Bolzens ist berührungslos zum Verschleißelement ausgebildet ( DE 39 30 332 A1 ).Also known are brake beams for beam track brakes with segmented wear elements that rest on vibration damping materials on the brake beam and are integrally formed on this and are fastened there via bolts with play. Between adjacent wear elements are also vibration damping materials. Each brake beam has a U-profile which is open towards the vehicle wheels to be braked and which is subdivided by webs into a multiplicity of chambers adjoining in the longitudinal direction of the brake beam. In each chamber, a wear element is floatingly mounted by means of a pocket enclosing this on all sides and projects out of the chambers. The bags themselves consist of a vibration-damping material, such as rubber, certain plastics or foams. Each wear element is together with its pocket over at least one bolt held, which is passed through at least one leg of the U-profile and protrudes at least into the wear element. The recess in the wear element for receiving the bolt is formed without contact to the wear element ( DE 39 30 332 A1 ).

Der Nachteil dieser auf einer schallgedämmten Trennung von mit dem Schienenrad in Berührung kommenden Verschleißelement und Bremsbalken beruhenden technischen Lösung besteht in ihrem ausgesprochen hohen Fertigungsaufwand. Die Verschleißelemente werden von dem schwingungsdämpfenden Material formschlüssig aufgenommen und müssen mit diesem und mit dem U-Profil des Bremsbalkens verbunden werden, wobei zudem eine Berührung zwischen dem Verschleißelement und dem Verbindungsmittel vermieden werden muss.The disadvantage of this based on a sound-insulated separation of coming into contact with the rail wheel wear element and brake beam technical solution is their extremely high production cost. The wear elements are positively received by the vibration-damping material and must be connected to this and to the U-profile of the brake beam, in addition, a contact between the wear element and the connecting means must be avoided.

Beide technische Lösungen haben zudem den Nachteil, dass zur Aufnahme und Arretierung des schwingungsdämpfenden Materials separate Bremsleisten oder Bremsklötze erforderlich sind, die über Schraubverbindungen mit dem Bremsbalken verbunden sind. Das bedingt einen zusätzlichen Montageaufwand und birgt die Möglichkeit des Lösens der Verbindung, wodurch die Bremsgeräusche noch verstärkt werden.Both technical solutions also have the disadvantage that for receiving and locking the vibration damping material separate brake pads or brake pads are required, which are connected via screw to the brake beam. This requires an additional installation effort and involves the possibility of loosening the connection, whereby the brake noise is amplified.

Eine direkte Verbindung des schwingungsdämpfenden Materials mit dem Bremsbalken ist bei einer Gleisbremse bekannt, bei der auf dem Bremsbalken mit Abstand hintereinander Segmente als Bremsbeläge angeordnet sind. Die Bremsbeläge sind in Aussparungen des Bremsbalkens, die durch quer zur Längsachse des Bremsbalkens verlaufende Stege getrennt sind, formschlüssig eingebaut und mittels Schraubenbolzen befestigt. Zur Reduzierung der Lärmbelästigung beim Bremsvorgang sind die Segmente als Sandwichsegmente ausgebildet, die mindestens zwei horizontale, aufeinanderliegende Schichten aus voneinander unterschiedlichem Material aufweisen. Die einzelnen Schichten können z. B. aus einem Oberteil aus Stahl und einem Unterteil ebenfalls aus Stahl bestehen. Die zwischen Ober- und Unterteil befindliche mittlere Schicht kann z. B. aus Kunststoff, Eisen, Eisenlegierungen, Nicht-Eisenmetallen, Sintermetallen, Keramik oder einem organischen Werkstoff bestehen ( CH 634 514 A5 ).A direct connection of the vibration damping material with the brake beam is known in a track brake, in which on the brake bar at a distance segments behind each other are arranged as brake pads. The brake pads are incorporated in recesses of the brake beam, which are separated by extending transversely to the longitudinal axis of the brake beam webs, positively mounted and secured by means of bolts. To reduce the noise during braking, the segments are formed as sandwich segments having at least two horizontal, superposed layers of mutually different material. The individual layers can z. B. from a shell made of steel and a lower part also made of steel. The middle layer located between the upper and lower part can, for. As plastic, iron, iron alloys, non-ferrous metals, sintered metals, ceramics or an organic material ( CH 634 514 A5 ).

Die in dieser Veröffentlichung beschriebene Sandwichbauweise ist aus maschinenbautechnischer Sicht nicht standfest genug, da die Einspannung von Materialien geringerer Druckfestigkeit in einer Schraubverbindung nur geringe Vorspannkräfte zulässt und zudem schnell ein Verlust der Vorspannung durch Setzung eintritt. Die Bestandteile der Sandwichbremsbeläge, die einen geringeren Elastizitätsmodul aufweisen, also plastische oder quasielastische Eigenschaften aufweisen, geben dem Druck der Schraubverbindung nach, so dass sich diese lockert und durch die dadurch entstehenden Schwingungen wiederum die Bremsgeräusche lauter werden. Zudem begünstigen die je Sandwichsegment vorhandenen beiden Trennfugen zwischen den unterschiedlichen Materialien die Setzerscheinungen. Ein wesentlicher Nachteil besteht auch in einem erhöhten Fertigungs- und Montageaufwand der Sandwichbremsbeläge. Sie müssen exakt entsprechend der Länge der Aussparungen des Bremsbalkens hergestellt und zudem durch mehrere Schraubverbindungen mit dem Bremsbalken verbunden werden.The sandwich construction described in this publication is not stable enough from a mechanical engineering point of view, since the clamping of materials of lower compressive strength in a screw connection only allows low preload forces and also a loss of prestress quickly occurs due to settlement. The components of the sandwich brake pads, which have a lower modulus of elasticity, ie have plastic or quasi-elastic properties, give way to the pressure of the screw connection so that it loosens and, in turn, the brake noises become louder due to the resulting vibrations. In addition, each sandwich segment existing two joints between the different materials favor the settling phenomena. A major disadvantage is also an increased manufacturing and assembly costs of sandwich brake pads. They must be made exactly according to the length of the recesses of the brake beam and also be connected by several screw with the brake beam.

Die Erfindung und ihre VorteileThe invention and its advantages

Der erfindungsgemäße schallemissionsgeminderte Bremsbalken mit den Merkmalen des Anspruchs 1 lässt sich wesentlich einfacher herstellen als die aus dem Stand der Technik bekannten Balkengleisbremsen, an denen zur Aufnahme der schalldämmenden Materialien Bremsleisten oder -klötze befestigt sind. Das wird dadurch erreicht, dass die sich in Längsrichtung des Bremsbalkens erstreckende schalldämmende Einlage mit hoher innerer Dämpfung unmittelbar in den Grundkörper des Bremsbalkens von dessen Bremsfläche her eingebracht ist. Hierzu wird in den Grundkörper des Bremsbalkens ein Schlitz, beispielsweise durch Fräsen, eingearbeitet. Anschließend wird in die entstandene Nut die schalldämmende Einlage eingebracht. Dadurch, dass der Grundkörper des Bremsbalkens lediglich genutet ist und das Dämmmaterial in diese Nuten eingepresst wird, entfallen die o. g. zusätzliche Teile zur Aufnahme der Einlagen und jegliche Schraubverbindung. Darin besteht auch der wesentliche Unterschied zum Stand der Technik, dass der Grundkörper des Bremsbalkens selbst die schalldämmende Einlage in seinem Inneren aufnimmt. Somit ist die Herstellung der Bremsbalken wesentlich einfacher und damit auch kostengünstiger. Überraschenderweise sind die zwischen oberer und unterer "Lamelle" des Bremsbalkens vorhandenen Schallbrücken für die Bremsgeräuschentwicklung von untergeordneter Bedeutung, da die nahe Anordnung des Dämpfungsmaterials zum Ort der Schwingungserregung, nämlich der Bremsfläche, eine effektive Dämpfung bewirkt. Außerdem wird das Dämpfungsmaterial nicht durch Teile oder Befestigungsmittel der Balkengleisbremse unterbrochen, so dass es als kompakte, ununterbrochene Einlage wirksam ist. Im Unterschied zum Stand der Technik berührt das Dämpfungsmaterial das abzubremsende Rad nicht, wodurch, abgesehen von dem beim Bremsvorgang selbst entstehenden Abrieb, ein zusätzlicher Abrieb vermieden wird.The sound emission-reduced brake beam according to the invention with the features of claim 1 can be produced much easier than the known from the prior art beam track brakes, where brake pads or blocks are attached to receive the sound-absorbing materials. This is achieved in that the extending in the longitudinal direction of the brake beam sound-absorbing liner with high internal damping is introduced directly into the body of the brake beam of the braking surface ago. For this purpose, a slot, for example by milling, incorporated in the body of the brake beam. Subsequently, the sound-insulating insert is introduced into the resulting groove. The fact that the main body of the brake beam is only grooved and the insulating material is pressed into these grooves, eliminating the above-mentioned additional parts for receiving the deposits and any screw. This is also the essential difference from the prior art that the main body of the brake beam itself absorbs the sound-insulating insert in its interior. Thus, the production of the brake beam is much easier and therefore cheaper. Surprisingly, the existing between the upper and lower "lamella" of the brake beam sound bridges for the brake noise development of minor importance, since the close arrangement of the damping material to the location of the vibration excitation, namely the braking surface causes effective damping. In addition, the damping material is not interrupted by parts or fasteners of the rail track brake, so that it is effective as a compact, uninterrupted deposit. In contrast to the prior art, the damping material does not touch the wheel to be braked, whereby, apart from the abrasion generated during the braking process itself, additional abrasion is avoided.

Nach einer vorteilhaften Ausgestaltung der Erfindung ist die schalldämmende Einlage einstückig ausgebildet. Eine einstückige Einlage lässt sich einfacher in den Grundkörper des Bremsbalkens einbringen und befestigen. Selbstverständlich ist es auch möglich, dass die Einlage aus mehreren, dicht aneinander liegenden Teilstücken besteht. Durch ihre Elastizität werden ihre Berührungsflächen im eingebauten Zustand dicht aneinander gepresst, so dass sie quasi wie eine ununterbrochene Einlage wirken.According to an advantageous embodiment of the invention, the sound-insulating insert is integrally formed. A one-piece insert is easier to introduce and fasten in the body of the brake beam. Of course, it is also possible that the insert consists of several closely spaced sections. Due to their elasticity, their contact surfaces are pressed close to each other in the installed state, so that they act more or less like an uninterrupted insert.

Nach einer ebenfalls vorteilhaften Ausgestaltung der Erfindung ist die schalldämmende Einlage in der ausgearbeiteten Nut des Bremsbalkens kraftschlüssig befestigt, beispielsweise eingepresst. Durch diese einfache Technologie wird eine noch kostengünstigere Herstellung der Bremsbalken erreicht.According to a likewise advantageous embodiment of the invention, the sound-insulating insert is frictionally secured in the elaborate groove of the brake beam, for example, pressed. This simple technology achieves an even more cost-effective production of the brake beams.

Nach einer anderweitigen vorteilhaften Ausgestaltung der Erfindung besteht die schalldämmende Einlage aus einem Elastomer.According to another advantageous embodiment of the invention, the sound-absorbing insert is made of an elastomer.

Nach einer diesbezüglich vorteilhaften Ausgestaltung der Erfindung werden die Eigenschaften des Elastomers so gewählt, dass eine innige Verbindung, ähnlich einer Vulkanisierung, mit der Metalloberfläche in der Nut erfolgt, wodurch das Dämpfungsmaterial ungeachtet der Schwingungsbeanspruchung sicher in der Nut verbleibt und nicht nach außen in Richtung Bremsfläche wandert.According to an advantageous embodiment of the invention, the properties of the elastomer are chosen so that an intimate connection, similar to a vulcanization, takes place with the metal surface in the groove, whereby the damping material safely remains in the groove regardless of the vibration stress and not outward in the direction of braking surface emigrated.

Nach einer zusätzlichen vorteilhaften Ausgestaltung der Erfindung besteht die schalldämmende Einlage aus einem Gummi mit einer Härte von 50 bis 55 Shore (A). Versuche haben gezeigt, dass bei Verwendung eines solchen Materials eine besonders hohe Dämpfung beim Bremsvorgang und somit Verringerung der Schallemission erreicht wird.According to an additional advantageous embodiment of the invention, the sound-insulating insert made of a rubber having a hardness of 50 to 55 Shore (A). Experiments have shown that when using such a material a particularly high damping during braking and thus reducing the noise emission is achieved.

Weitere Vorteile und vorteilhafte Ausgestaltungen der Erfindung sind der nachfolgenden Beschreibung, der Zeichnung und den Ansprüchen entnehmbar.Further advantages and advantageous embodiments of the invention are the following description, the drawings and claims removed.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und im Folgenden näher beschrieben. In der Zeichnung zeigen:

Fig. 1
einen Bremsbalken in einer teilgeschnittenen Seitenansicht und
Fig. 2
den Bremsbalken aus Fig. 1 im Schnitt.
An embodiment of the invention is illustrated in the drawing and described in more detail below. In the drawing show:
Fig. 1
a brake beam in a partially sectioned side view and
Fig. 2
the brake bar off Fig. 1 on average.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Fig. 1 zeigt einen Bremsbalken 1 in stehender Lage mit einer Bremsfläche 2, in den eine Nut 3 eingebracht ist, die mit einem Elastomer 4 als schalldämmende Einlage ausgefüllt ist. Die Bremsfläche 2 wird durch eine Auftragsschweißung 5 gebildet. Fig. 1 shows a brake beam 1 in a standing position with a braking surface 2, in which a groove 3 is introduced, which is filled with an elastomer 4 as a sound-insulating insert. The braking surface 2 is formed by a buildup weld 5.

Fig. 2 zeigt den Bremsbalken im Schnitt. Die Breite der Nut 3 beträgt 20 bis 25% der Bremsbalkendicke, ihre Tiefe 50 bis 60% der Bremsbalkenbreite. Fig. 2 shows the brake bar in section. The width of the groove 3 is 20 to 25% of the brake beam thickness, their depth 50 to 60% of the brake beam width.

Es ist auch zu erkennen, dass die schalldämmende Einlage 4 nicht bis an die Bremsfläche 2 heran ragt, sondern noch vor der Auftragsschweißung 5 endet.It can also be seen that the sound-absorbing insert 4 does not protrude up to the braking surface 2, but ends before the build-up welding 5.

Alle in der Beschreibung, den nachfolgenden Ansprüchen und der Zeichnung dargestellten Merkmale können sowohl einzeln als auch in beliebiger Kombination miteinander erfindungswesentlich sein.All in the description, the following claims and the drawings illustrated features may be essential to the invention both individually and in any combination.

BezugszahlenlisteLIST OF REFERENCE NUMBERS

11
Bremsbalkenbrake beam
22
Bremsflächebrake surface
33
Nutgroove
44
Elastomerelastomer
55
Auftragsschweißunghardfacing

Claims (6)

  1. Sound-emission-reduced retarder beam (1) for electrodynamic track brakes, said beam consisting of a basic body with a braking surface (2) as well as an insert (4) of sound-insulating materials with a high internal insulating effect, with said insert extending in the longitudinal direction of the basic body,
    characterised in
    that the insert (4) consisting of the sound-insulating materials is arranged so as to be recessed from the braking surface (2) within the basic body of the retarder beam (1).
  2. Retarder beam in accordance with Claim 1,
    characterised in
    that the sound-insulating insert (4) is formed in one piece.
  3. Retarder beam in accordance with Claim 1 or 2,
    characterised in
    that the sound-insulating insert (4) is fastened by means of a force fit in a groove (3) integrated into the basic body of the retarder beam (1).
  4. Retarder beam in accordance with Claim 1, 2 or 3,
    characterised in
    that the sound-insulating insert consists of an elastomer (4).
  5. Retarder beam in accordance with Claim 4,
    characterised in
    that the properties of the elastomer (4) are selected so that an internal bonding, similar to vulcanisation, occurs with the metal surface in the groove (3).
  6. Retarder beam in accordance with Claim 4 or 5,
    characterised in
    that the elastomer (4) has a hardness of 50 to 55 Shore (A).
EP14003550.2A 2013-10-18 2014-10-17 Brake bars with reduced acoustic emissions for electrodynamic railway brakes Not-in-force EP2865578B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013017316 2013-10-18

Publications (2)

Publication Number Publication Date
EP2865578A1 EP2865578A1 (en) 2015-04-29
EP2865578B1 true EP2865578B1 (en) 2016-10-05

Family

ID=51752970

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14003550.2A Not-in-force EP2865578B1 (en) 2013-10-18 2014-10-17 Brake bars with reduced acoustic emissions for electrodynamic railway brakes

Country Status (2)

Country Link
EP (1) EP2865578B1 (en)
DE (1) DE102014015334A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111780913A (en) * 2020-06-29 2020-10-16 中车株洲电力机车有限公司 System and method for testing attractive force of magnetic track brake

Families Citing this family (2)

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Publication number Priority date Publication date Assignee Title
DE102017200811B3 (en) 2017-01-19 2018-06-28 Db Netz Ag Electrodynamic rail brake
CN115026518B (en) * 2022-06-28 2024-03-22 天津铁科铁路信号有限公司 Machining method for brake caliper of vehicle speed reducer

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Publication number Priority date Publication date Assignee Title
US206738A (en) * 1878-08-06 Improvement in railroad-rails
GB1482999A (en) * 1973-12-15 1977-08-17 Thyssen Huette Ag Brake beams for beam-type rail brakes
CH634514A5 (en) 1978-11-16 1983-02-15 Schweizerische Bundesbahnen BEAM TRACK BRAKE.
DE3930332C2 (en) 1989-09-11 1997-08-14 Siemens Ag Brake beam for bar track brakes with segmented wear elements
DE102011115089A1 (en) 2011-10-07 2013-04-11 Sona Blw Präzisionsschmiede Gmbh Rail brake for rail vehicles

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Title
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111780913A (en) * 2020-06-29 2020-10-16 中车株洲电力机车有限公司 System and method for testing attractive force of magnetic track brake
CN111780913B (en) * 2020-06-29 2022-05-13 中车株洲电力机车有限公司 Magnetic track brake suction force testing system and method

Also Published As

Publication number Publication date
DE102014015334A1 (en) 2015-04-23
EP2865578A1 (en) 2015-04-29

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