Railway Brake Shoe Assembly With Steel Interface for High-Torque Mounting
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Solution Overview
Problem
Existing railway braking systems are heavy due to the use of steel and/or cast iron, which increases the weight of the braking system without providing a convenient or economical solution for securing the system to the vehicle support.
Innovation Solution
A railway braking system with a body made of light alloy and/or composite, featuring smooth holes on one face and threaded holes on the opposite face, combined with a steel and/or cast iron fixing interface, allows for secure attachment to the vehicle support using high tightening torque without increasing weight.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Weight of moving object
If the body is made of steel and/or cast iron, then the strength and reliability of the braking system are ensured, but the weight of the system increases
Solution Approach 1:
The braking system is divided into two distinct parts: a light alloy body for weight reduction and a separate steel fixing interface for strength. This segmentation allows each component to be optimized for its specific function - the body for minimal weight and the interface for high-strength fastening.
Solution Approach 2:
The invention uses composite construction by combining light alloy (aluminum or magnesium) for the body with steel for the fixing interface. This composite approach allows the system to benefit from both the low weight of light alloys and the high strength of steel, resolving the contradiction between weight reduction and strength maintenance.
2Weight of moving object
If the body is made of light alloy and/or composite, then the weight of the system is reduced, but the ability to withstand high tightening torque is compromised
Solution Approach 1:
The fixing interface is separated from the body, allowing the light alloy body to remain lightweight while the steel interface handles the high tightening torque loads. This segmentation prevents the torque from being applied to the light alloy body, maintaining fastening reliability.
Solution Approach 2:
The steel fixing interface acts as an intermediary between the light alloy body and the fastening members. It mediates the high tightening torque loads, protecting the light alloy body from direct torque application while ensuring reliable fastening to the vehicle support.
3Device complexity
If threaded holes are provided directly in the body, then the fastening process is simplified, but the body material must withstand high tightening torque which increases weight
Solution Approach 1:
The fastening structure is segmented into the light alloy body and the steel fixing interface. The threaded holes are provided only in the steel interface, not in the light alloy body. This segmentation allows the body to remain lightweight while the interface handles the threading and torque loads.
Solution Approach 2:
The steel fixing interface serves as an intermediary that provides the threaded holes for fastening. This intermediary structure allows simplified fastening operations while preventing the light alloy body from being subjected to high tightening torque, thus avoiding weight increase.
Data Source
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AI summary
The invention relates to a railway braking system comprising a body (3) made of light alloy and having one or more first smooth holes (30) opening onto an outer face of the body, a fastening interface (20) made from steel and/or cast iron and having one or more first tapped orifices (31) opening onto a first face (28) of the interface, and one or more second tapped orifices (32) opening onto a second face (29) of the interface, one or more first fastening members (36) for mechanically securing the interface to the body; the first face of the interface is mounted so as to bear against the outer face of the body, the first smooth holes of the body being situated facing the first tapped orifices of the interface, and the first fastening members are introduced into the first smooth holes of the body and the first tapped orifices of the interface to mechanically secure them, thus leaving access free to the second tapped orifices for mechanically securing a support (2) of a railway vehicle to the second face of the interface.