Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D65/00—Parts or details
  • F16D65/0006—Noise or vibration control
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
  • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
  • B61H11/14—Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
  • B60T13/66—Electrical control in fluid-pressure brake systems
  • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
  • B60T17/18—Safety devices; Monitoring
  • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
  • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D69/00—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces
  • F16D2069/002—Combination of different friction materials

Definitions

• the present invention relates generally to the field of railway engineering.
• the present invention relates to a brake system for a rail vehicle with a plurality of brake units and at least one drive unit.
• the invention also relates to a rail vehicle with such a brake system.
• noise or noise emissions which are also referred to as rail traffic noise caused.
• the noise caused by rail vehicles can be subdivided, for example, into so-called traffic noise and station or station noise.
• traffic noise e.g. Rolling noise, aerodynamic noises, cornering noises and / or drive noise counted.
• station noise in particular e.g. Starting and / or braking noises as well as maneuvering noise when assembling train formations - especially in the area of freight trains - calculated.
• the noise generated during a journey of a rail vehicle which can be summarized as road noise, for example, three mechanisms of action can be assigned, of which in each case in an area of the travel speed of a rail vehicle, an overall level of noise emission is determined.
• the noise emission in a low speed range eg from 0 to 40 km / h
• the noise is mainly due to engines, transmissions and other components of a drive train of the sliding nenhuss generated.
• the noise emission is determined by a rolling noise arising at the wheel-rail contact.
• the noise emission is caused by aerodynamic noises (eg flow and vortex shedding on individual components, etc.).
• aerodynamic noises eg flow and vortex shedding on individual components, etc.
• there are already various concepts on rail vehicles such as infrastructure to reduce in particular the noise pollution by traveling on a free-rail vehicle (eg aeroacoustically low-priced car bodies, use of Radschallabsorbern, rail grinding or reduction of rail roughness, noise barriers , Etc.) .
• a braking torque is introduced into the rotating wheel for braking a vehicle having a certain speed.
• the initiated braking torque counteracts a rotational moment, which depends inter alia on the mass of the vehicle and its deceleration.
• a brake pad support member wherein the brake pad, for example. with a normal or pressing force against a surface of a rotary brake element (for example, brake disc, running surface of a wheel, etc.), which is usually rotatably connected to the wheel or a wheel axle of the vehicle, is pressed.
• a rotary brake element for example, brake disc, running surface of a wheel, etc.
• braking systems with brake units and at least one drive unit such as compressed air brake systems in combination with pad and / or disc brakes, are usually provided for stopping and braking.
• compressed air is used as the energy carrier as well as for the control of a braking process.
• An actual braking effect is achieved by pressing on a nem brake pad provided support member (eg brake pad, brake shoe, etc.), which is accommodated inter alia in a brake unit of the brake system, for example, on the running surfaces of the wheels or on brake discs exercised.
• a brake pad for example via a pneumatic device to the moving part (eg, wheel, brake disc, etc.) pressed, this brake or brake unit is called a pad brake.
• a disc brake comprises, in addition to a brake disc which is rotatably connected to the wheel or the wheel axle, a so-called brake caliper, which contains the brake pads and brake piston, through which the brake pads are pressed against the brake disc.
• brake linings typically have requirements such as e.g. As constant as possible friction coefficient, temperature resistance and mechanical strength to meet. In the railway sector, therefore, different materials are used as brake linings - depending on the requirements or on the maximum driving speed. For example, so-called cast iron brake linings, composite brake linings and sintered metal brake linings are used depending on the type of rail vehicle or its maximum driving speed.
• brake units with gray cast iron brake pads are used as standard on rail vehicles. These brake pads lead to a roughening of a braking surface such as the surface of the brake disc or the bicycle driving surface with brakes acting on it. By roughening it comes to reinforced wheel-rail noise and loud, shrill Noises when braking or stopping a rail vehicle.
• brake units with sintered metal brake linings are used, for example, in braking systems, since high kinetic energies are to be absorbed during deceleration, and these brake linings are characterized, for example, by wear resistance, hardness, good thermal conductivity, etc.
• sintered metal brake pads also have the disadvantage that they tend to violent, loud and shrill sounds - the so-called brake squeal - when stopping.
• composite brakes are, for example, for use in the high-speed area - especially in emergency braking, in which particularly high kinetic energy to be absorbed - because of a poorer brake or Reibwert s only limited to hardly usable.
• the invention is therefore based on the object to provide a brake system and a rail vehicle by which a noise emission during braking or stopping can be reduced in a simple and cost-effective manner, and which for each vehicle speed range - especially for maximum speed ranges - can be used.
• the solution of this object is achieved by a brake system of the type specified above and by a rail vehicle with such a brake system according to the invention.
• the brake system according to the invention comprises, inter alia, at least two differently equipped brake unit types, wherein a first type of brake unit has a brake-optimized brake pad and a second brake unit type has a brake pad optimized for low noise emission.
• the main aspect of the brake system according to the invention is that at least two differently equipped brake units are used.
• the first or the second or both brake units are used in accordance with the respective braking requirements.
• the rail vehicle can be stopped by corresponding actuation by means of the drive unit through use of the second type of brake unit, which has a brake pad optimized for low noise emission.
• the second type of brake unit which has a brake pad optimized for low noise emission.
• a noise emission - especially loud, shrill brake noises or the so-called brake squeal - is reduced or largely avoided, for example in the station area, in a simple manner.
• the acoustic perception of the rail vehicle is thus perceived as much more pleasant.
• the rail vehicle is to be stopped or slowed down during free travel or on a free route, for example in the case of an emergency or to reduce the usual driving speed. sen, it can be used by the drive unit mainly or exclusively the first Bremssakusart with a brake-optimized brake pad.
• a safe stopping and / or braking of the rail vehicle for example in an emergency and / or at high speeds is ensured in a simple and cost-effective manner.
• wear of the brake units and thus a maintenance of the rail vehicle are cheaper, since for these cases (eg emergency braking, etc.) targeted braking units can be used with brake pads, which are designed in addition to a brake optimization on an absorption of large kinetic energy.
• an application of the at least two different brake unit types in a braking operation of the drive unit in dependence on a driving speed and / or track position of the rail vehicle is controllable.
• This can be used in a simple and efficient manner, the respective Bremsakusart accordingly and the at least two Bremsakusart be optimally utilized.
• a low driving speed up to, for example, about 40 km / h eg in the station area, in a densely populated area, etc.
• an activation of the brake units by the drive unit of the brake system ideally be such that for braking or stopping the rail vehicle second Bremsakusart, which identifies the optimized for low noise emission brake pad is used.
• the acoustic perception of the rail vehicle for example, at the planned stopping or reducing the speed, e.g. significantly reduced in inhabited area.
• other parameters can also be used for use of the respective brake unit type, such as Temperature, humidity, etc.
• weather conditions are considered, in which the brake pads tend to increased brake noise.
• a drive tion of the brake units of the brake system be favorably designed such that during braking - especially in emergency braking - the brake units with the brake technically optimized brake pad or (especially in an emergency) all braking units - ie both Bremsakusart - are used. This is advantageous because when braking at high speeds, especially in an emergency, a safe stopping of the rail vehicle must be ensured and play acoustic interference or noise emissions a minor role.
• a preferred embodiment of the brake system according to the invention provides that the number and / or distribution of the respective Bremssakusart - ie at least first and at least second Bremsakusart - due to braking requirements of the rail vehicle, in particular based on weight, holding or maximum speed, can be determined.
• the braking requirement of the rail vehicle or parameters of the rail vehicle eg weight, etc.
• dimensioning and adjustment of the control of the brake system is specified. This also makes it possible to determine a total number of braking units necessary for safe braking or stopping. From eg parameters such as driving speed in the station area, weight of the rail vehicle, holding path, etc.
• the remaining brake units of the rail vehicle can then be designed, for example, as a first type of brake unit and equipped with a brake-optimized brake pad. This can be an op- timal, efficient and, for example in the holding area low-noise stop with the brake system according to the invention are achieved.
• a sintered metal brake lining is provided in the first type of brake unit as brake-optimized brake pad.
• Sintered metal brake linings are characterized in particular by high load capacity, good thermal conductivity and good hot braking behavior, especially at high speeds. In this way, high kinetic energies - such as occur during braking of a rail vehicle at high speeds - can be absorbed well by brake units equipped in this way.
• a so-called composite brake pad or a so-called k-sole is used as the brake pad optimized for low noise emission.
• a composite material as a brake pad are by using elastic materials such.
• Compounds of metal fibers and rubber-resin compounds have a braking surface e.g. not roughened on a brake disc or directly on a wheel.
• the noise emission of the rail vehicle during braking or stopping is reduced in a simple manner - in particular if at low driving speeds, such as, for example, at low speeds. when entering a stop area or a station via the control unit of the brake system only those brake units - i. the second type of brake unit having a composite brake pad is used.
• a rail vehicle of the type mentioned which has the brake system according to the invention with at least two differently equipped brake unit types for stopping and braking.
• the rail vehicle according to the invention thus has the advantage that, in particular at low speeds such as when entering the station or station area for braking or stopping via corresponding Triggering by the drive unit those brake units of the brake system are used, which have an optimized for low noise emission brake pad.
• the rail vehicle eg high-speed train, railcar or train with predefined formation
• very low brake noise such as shrill, loud squeaking, which may for example also damage an image of the rail vehicle, since it is often associated with freight trains or cheap rail vehicles becomes.
• FIG. 1 shows schematically and by way of example an inventive device
• FIG. 2 shows schematically a further exemplary embodiment of the brake system according to the invention in a rail vehicle according to the invention, which has another, exemplary arrangement of brake units.
• FIG. 1 shows a schematic example of an example
• Rail vehicle SZ1 which has the brake system according to the invention.
• the rail vehicle SZ1 consists, for example, of a drive unit Z and two carriage units W11, W2, the drive unit Z and the carriage units W11, W2 having wheel units R1 to R12.
• the brake system according to the invention is mounted, which, among other units, which are not shown for simplicity, consists of at least one drive unit AE and brake units Bl to B12.
• the brake units Bl to B12 in a braking operation according to the respective braking request - ie m depending on driving speed, weight of the rail vehicle SZ1, holding path, etc. - driven.
• the brake units Bl to B12 which are differently equipped, are mounted on the wheel units R1 to R12 of the rail vehicle SZ1.
• Rail vehicles SZ or drive and carriage units Z, Wll, W2 of a rail vehicle SZ1 usually have a chassis with an axis on which two wheel units Rl to R12 are arranged rotationally fixed.
• a braking surface is formed on the two sides of the wheel unit R1 to R12, so that the wheel unit R1 to R12 equipped with the braking surface forms a brake disk.
• a brake disc can be arranged.
• the brake disc is associated with a respective brake unit Bl to B12, which is e.g. is firmly positioned on a chassis frame, a journal box, gear housing or engine housing of the chassis.
• the brake units Bl to B12 of the brake system according to the invention can be correspondingly controlled via the drive unit AE. It is then pressed, for example via a pneumatic device provided with a brake lining support member against the brake disc for braking the wheel units Rl to R12 and the rail vehicle SZ1.
• the brake units Bl to B12 are equipped differently, so that, for example, two brake unit types are provided on the rail vehicle SZ1.
• the wheel units R1 to R8 of the carriage units W1, W2 have a first type of brake unit B1 to B8.
• the wheel units R9 to R12 of the drive unit Z are provided with a second brake unit B9 to B12.
• the first type of brake unit Bl to B8 is equipped with a brake-optimized brake pad such as a sintered metal brake pad. tet.
• the second Bremsösart B9 to B12 is equipped with a low noise emission optimized brake pad such as a composite brake pad or a so-called K-sole.
• first carriage unit W11 and the drive unit Z can be equipped with the first brake unit type B1 to B8 and a second carriage unit W2 be equipped with the second brake unit type B9 to B12.
• second carriage unit W2 be equipped with the second brake unit type B9 to B12.
• other arrangements of differently equipped brake units Bl to B12 on the rail vehicle SZl are possible.
• a number and / or a distribution of the first Bremsakusart Bl to B8 and the second Bremssimosart B9 to B12 results on the basis of a necessary braking delay and the braking requirements of the rail vehicle SZL. For example, parameters such as the weight of the rail vehicle SZ1, maximum speed, stopping distance, etc. must be taken into account.
• a coefficient of friction behavior of the respective brake lining used in the brake unit Bl to B12 can be taken into account.
• a control of the brake units Bl to B12 via the control unit AE of the brake system during a braking operation of the rail vehicle SZl is designed such that depending on a vehicle speed and / or track position of the rail vehicle SZl the first Bremsakusart Bl to B8, the second Bremssakusart B9 to B12 or, if appropriate, both brake unit types B1 to B12 are used.
• further parameters can be taken into account, such as temperature and air humidity, so that in weather conditions in which brake pads are more prone to squeak, the corresponding - ie the second - brake unit type B 9 to B 12 is used.
• a Brake-optimized brake pad used to decelerate the rail vehicle SZl safely and efficiently.
• all brake units - that is, both brake unit types Bl to B12 - are used.
• the second type of brake unit B9 to B12 is used with a brake lining optimized for low noise emission for braking or stopping the rail vehicle SZ1 , This noise is kept low, especially in the station or bus stop area by the sustained rail vehicle SZl because the optimized for low noise emission brake pad has little to hardly so-called brake squeal.
• FIG. 2 schematically shows an exemplary rail vehicle SZ2, which has a further variant of the brake system according to the invention.
• the rail vehicle SZ2 likewise comprises an exemplary drive unit Z and two exemplary carriage units W21, W2, the drive unit Z and a first carriage unit W2 again having wheel units R5 to R12 and a second carriage unit W21 wheel units R21 to R24.
• These wheel units R21 to R24 have, for example, both a so-called wheel disc brake, in which the brake disc is formed by the wheel surface, and a shaft disc brake, in which additionally a brake disc is non-rotatably mounted on the axle.
• Each brake disc belonging to a wheel unit R21 to R24 is associated with a respective brake unit B21 to B34 which is e.g. are firmly positioned on a chassis frame, a journal box, gear housing or engine housing of the landing gear.
• brake units B21 to B24 which are designed as first type of brake unit B21 to B24 and thus have a braking-optimized brake pad, can be assigned to the brake discs formed by the wheel surface of the wheel units R21 to R24.
• the brake units B31 to B34 which are equipped as a second type of brake unit B31 to B34 with a low-noise optimized brake pad, are disclosed in e.g. assigned to the rotatably mounted on the axle brake discs of the shaft disc brake.
• the brake units B21 to B34 and the brake units B5 to B12 of the brake system according to the invention via the drive unit AE can be controlled accordingly again.
• the respective carrier elements provided with a brake lining are pressed against the respective brake disks for braking the wheel units R21 to R24 and R5 to R12 or of the rail vehicle SZ2 via a pneumatic device.
• the control of the brake units B21 to B12 is configured via the control unit AE of the brake system such that at a low vehicle speed or in the area of a stop the second Bremsakusart B31 to B34 on the car unit W21 or B9 to B12 on the drive unit Z are used , That is, for example, in the second carriage unit W21, only the disk brakes having the second brake unit type B31 to B34 are used for braking.
• Braking units B21 to B34 e.g. separate compressed air lines for the Radusionnbremsen and thus be provided for the brake units B21 to B24 and for the shaft brakes and thus for the brake units B31 to B34.
• the compressed air line to the brakes with the first type of brake unit B21 to B24 for example, have a valve by which they are not activated during braking under a certain driving speed limit (for example, below 40 or 50 km / h). This ensures that at low speeds and / or near one

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

Applications Claiming Priority (2)

Publications (2)

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Cited By (1)

Family Cites Families (5)

• 2012
  • 2012-06-26 AT ATA50249/2012A patent/AT513194B1/de not_active IP Right Cessation
• 2013
  • 2013-06-05 WO PCT/EP2013/061538 patent/WO2014001041A2/fr not_active Ceased

Non-Patent Citations (1)

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