CA1182191A - Method for preventing slip or skid between driving wheels and ground in vehicle drive systems of multiple-axle type with hydrostatic power transmission - Google Patents

Method for preventing slip or skid between driving wheels and ground in vehicle drive systems of multiple-axle type with hydrostatic power transmission

Info

Publication number
CA1182191A
CA1182191A CA000398263A CA398263A CA1182191A CA 1182191 A CA1182191 A CA 1182191A CA 000398263 A CA000398263 A CA 000398263A CA 398263 A CA398263 A CA 398263A CA 1182191 A CA1182191 A CA 1182191A
Authority
CA
Canada
Prior art keywords
power transmission
speed
hydraulic
hydraulic pressure
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
CA000398263A
Other languages
French (fr)
Inventor
Thomas Johnsson
Nils T.A. Skoglund
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GKN Aerospace Sweden AB
Original Assignee
Volvo Flygmotor AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo Flygmotor AB filed Critical Volvo Flygmotor AB
Application granted granted Critical
Publication of CA1182191A publication Critical patent/CA1182191A/en
Expired legal-status Critical Current

Links

Classifications

    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/08—Preventing wheel slippage
    • B61C15/12—Preventing wheel slippage by reducing the driving power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • 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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • 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
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3235—Systems specially adapted for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/14—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing
    • B61C9/16—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing using gearing of the hydrostatic type
    • 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
    • B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Fluid Gearings (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Transmission Device (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

ABSTRACT OF THE DISCLOSURE:

A method for preventing slip or skid between driving wheels and ground or support in vehicle drive systems, particu-larly of multiple axle type, with hydrostatic power transmission, which comprises at least one hydraulic pump driven by a drive power source such as an internal combustion engine having a speed (N) and at least one hydraulic motor. The hydrostatic power transmission has a hydraulic pressure, which is controlled by a control system for changing the driving momentum of the hydraulic motor. The method is characterized by the steps of continuously calculating the speed of the wheels of each wheel axle on the basis of instantaneous values of required control parameters of the hydrostatic power transmission such as motor speed (N rev/min), pump displacement (.alpha.p), motor displacement (.alpha.m) and/or the hydraulic pressure (P) in the power transmission, comparing the calculated speed with the speed of one non-driven or idling wheel axle of the vehicle and providing when finding a speed differential exceeding a predetermined minimum limit value and of longer duration than a predetermined minimum time, an output signal to the control system for reducing the hydrau-lic pressure (P) in said power transmission for a predetermined period of time.

Description

The present inven-tion relates -to a me-thod for preventing slip or skid betwee~l driving wheels and ground or suppor-t in vehicle drive systems, particularly of multiple- axle type with hydrostatic power -transmission, which comprises at least one hydraulic pump driven by a drive power source such as an internal combustion engine having a predetermined speed, and at least one hydraulic motor, said hydrostatic power transmission having a hydraulic pressure, which is controlled by a control system for changing the driving momentum of said hydraulic motor.
In vehicle drive systems it might occur that the driving wheels slip or skid on the drive surface or support should the applied driving power or the braking force, respec-tively, on the wheels or wheel axle be too great ln relation to the friction power against said drive-surface. Particularly in the case of steel against steel such as in railway vehicles the friction is :Low and slip or skid easily occurs. Skidding when braking such railway vehicles of course implies an impaired safety and very heavy wear of the wheels, which in turn implies great expenses for wheel maintenance.
Many suggestions have been made Eor preventing the occurance of slip or skid be-tween drivlng wheels and support but either they have been insufficiently effective or implied very complex and hence expensive control systems. In electrical traction motors for railway vehicles, for instance the ASEA's thyristor locomotives have been equipped with a load cell device narned PRESSDUKTOR*, (which is a trade mark) acting on a reaction rod of the wheel bogie. In -the limit area when sliding is beginning to occur the bogie namely gets in-to characteristic oscillations which are transferred to the reaction rod and hence can be detected by the load cell. In hydrostatic `~ power transmissions invehicle drive systems as aimed at in the ., 3~

, present invention, there has, however, been made no proposal for preventing slip or skid to occur between driving wheels and support.
In such hydrostatic power transmissions it is indeed of still greater importance than in electric traction motors to avoid slip or skid to occur since otherwise the fluctuations of the driving or breakine power action might be very substantial.

The main object of the present invention now is to suggest a method for allowing the prevention of slip or skid between driving wheels and support, and according to the invention this is obtained by the steps of continuously calculating the speed of the wheels of each wheel axle on the basis of instantaneous values of required control parameters of the hydrostatic power transmission, such as rnotor speed, pump displacement, motor displacement and/or the hydr~lllicPressUre in the power transmission, comparing said cal-culated speed with the speed of one non-driven or idling wheel axle of the vehicle and providing, when finding a speed differential exceeding a predetermined minimurn limit value and of longer duration than a predetermined minimurn time, ~n output signal to the con-trol system for reducing the hydraulic pressure in said power transmission for a predetermined period of tirne.

With the invention the safety when bra~ing vehicles having drive systems with hydrostatic power transmission is substantially increased and at the same tirne the acceleration and traction force can be increased and made smoo~her. Owing to the improved braking ability the wheel maintenance will be less expensive, particularly as far as railway vehicles are concerned, and as a whole said method can be applied by very simple and hence inexpensive measures in control systems for hydrostatic power~ transmissions.
- 2 -~y way of example, the invention will be fl1rther described belowwith reference to the accompanying drawings, in which ~ig. 1 is a diagrammatic perspective view of a hydrostatically driven train, Fig. 2 is a block diagram Or the control actions in a hydrostatic drive system as utilised in the afore-mentioned train and Fig. 3 a and b illustrates finally a time function diagram of the required control parameters of the hydrostatic power transmission according to the invention.

As will be seen from the drawings, the method according to the invention will be described primarily applied to a hydrostatic train drive system. In said system, the drive power source is constituted by a combustion engine, particularly an internal combustion engine 1, which in a suitable way is drivingly connected to a pair Or hydraulic pumps 2. Said pumps 2 each drive a hydraulic motor 3~ which motors through gears 4 each drive a wheel axle 5.
In the illustrated embodiment the hydraulic pumps 2 are known axial piston pumps having a displacement ~ p which is variable by adjustment of the pivotal angle or yoke ang]e, while the hydraulic motors 3 have constant displacement ~rn (although a variable rnotor displacement is fully possible).
For controlling the driving momentum as developed by the hydraulicmotors, there is also a control system, to a great extent housed in a control unit 6. Said system comprises various suitable and known but not further illustrated sensors ~or required control parameters of the hydrostatic power transmission such as the drive motor speed N, pump displacement ~p, motor dis-placement ~m and also the hydraulic pressure P of the power transmission, if desired. Furthermore, there is a revolut on sensor, not further illustrated, for a non-driven or idling wheel ., axle 7 oI` the train.

On the basis of the instantaneous values of said stated control parameters as registered by the sensors, it is now continuously calculated in the control unit 6 according to the invention the speed of the wheels on each wheel axle 5 and compared with the speed of the idling wheel or wheel axle 7. If a diff`erential between said speeds is found in the control unit 6, said differential thus depending on the fact that one or more of the driven wheel axles either rotate at a greater speed than the idling wheel axle 7,-i.e. slide during acceleration, or is slower than said wheel axle, i.e. slide in locked condition along the support during braking, and said differential is found to exceed a predetermined limit value and furthermore has a duration exeeding a predetermined minimum time, an output signal is released from the control unit 6 for reducing the hydraulic pressure P
to an extent for reli.e~ing the sliding or gliding motion, i.e.
an equality between the speeds is obtained. In other words, it can be said that the flow balance of the hydrostatic drive system is restored. The value Pi cf the pressure of the hydrostatic drive system which prevailed when said speed difrerential was registered and the pressure reduction initiated, is stored in a memory unit of the control unit 6, and arter a predetermined time the latter emits a new output signal for increasing the hydraulic pressure P, however to a level Pr~ lying clearly below the initial value Pi. Thus, it is secured that said sliding or gliding condition is not only immediately restored. After another pre-determined period Or time the control units then finally produce a new output signal ror returning the hydraulic pressure to the value Pi.

., , For practical examples of the values in the control method according to the present invention it is referred to Fig. 3 of the drawings and the diagrams illustrated therein as to the most important control parameters and from said Figure it is evident that at 64 milliseconds i~ter~als acomparision is made between real and oalculated.wheel speed and when finding differentials exceeding a predetermined minimum value the hydraulic pressure P in the power transmission is reduced so that the sliding or gliding between driving wheel axles and support ceases. After a predeter-rnined period of time the control system then again increases the hydraulic pressure bùt only to a level Pr~ constituting about 80 % of Pi. Said reduced pressure is maintained during a pre-determi.ned period in the present case for 10 seconds arter which a new output signal from the control system brings the hydraulic pressure back to the values Pi.

The advantages of the control method accordi.ng to the present invention are.many. First, one single measured value namely the speed of one single idling wheel or wheel axl.e 7, is sufricient for carrying out the control. In other words only one single speed sensor is necessary which irnplies essential cost reductions when compared with previously applied control methods in which measuring of` the speed is required on each driven wheel axle.
Such speed measuring equipments are relatively expensive per se and also liable to disturbances and require regular maintenance.
Particularly in the application on railway vehicles in which many wheel axles are driven the method according to invention provides for a substantial reduction of costs. Furthermore the speed of khe driving combustion engine 1 ought to be kept constant and this easily can be obtained by the met~od according to the invention. By eliminating sliding or glicling between wheels and support to a great extent also the maintenance costs for the vehicle wheels are substantially reduced, said costs in many cases otherwise being relatively great. As mentioned in the opening portion the safety when braking also is increased and an increased and smooth acceleration of the vehicle is provided.

Furthermore it is obvious to those skilled in the art that the invention without being limited by the above-stated description can be modified and varied in many respects within the scope of the accompanying claims. Thus, one single hydraulic pump can drive several hydraulic motors 3. The method is not either re-stricted to railway vehicles but can be used in other kinds of vehicles having hydrostatic power transmission, such as buses.

f - 6 -

Claims (2)

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:
1. A method for preventing slip or skid between driving wheels and ground or support in vehicle drive systems, particularly of multiple-axle type, with hydrostatic power transmission, which comprises at least one hydraulic pump driven by a drive power source such as an internal combustion engine having a speed and at least one hydraulic motor, said hydro-static power transmission having a hydraulic pressure, which is controlled by a control system for changing the driving momentum of said hydraulic motor, characterized by the steps of continu-ously calculating the speed of the wheels of each wheel axle on the basis of instantaneous values of required control para-meters of the hydrostatic power transmission such as motor speed pump displacement, motor displacement and/or the hydralic pressure in the power transmission, comparing said calculated speed with the speed of one non-driven or idling wheel axle of the vehicle and providing when finding a speed differential exceeding a predetermined minimum limit value and of longer duration than a predetermined minimum time, and output signal to the control system for reducing the hydraulic pressure in said power transmission for a predetermined period og time.
2. A method according to claim 1, characterized in that the value of the hydraulic pressure of the power transmis-sion, prevailing when initiating the pressure reduction, is stored in a memory unit of the control unit and in that the hydraulic pressure after having been reduced for a predetermined period of time again is increased but to a lower value than the initial pressure said intermediate pressure value then being maintained for a further predetermined period of time before the hydraulic pressure again is increased to the initial value.
CA000398263A 1980-09-15 1982-03-12 Method for preventing slip or skid between driving wheels and ground in vehicle drive systems of multiple-axle type with hydrostatic power transmission Expired CA1182191A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE8006455A SE423368B (en) 1980-09-15 1980-09-15 PROCEDURE TO PREVENT SLIDING OR SLIDING BETWEEN DRIVE WHEELS AND SUBSTANCES OF SEPARATELY MULTI-AXIC VEHICLE DRIVE SYSTEM WITH HYDROSTATIC POWER TRANSMISSION
FI820848A FI75529C (en) 1980-09-15 1982-03-11 A method for preventing slippage or sliding between drive wheels and supports in particular multi-axis vehicle drive systems with hydrostatic power transmission.
AU81504/82A AU551635B2 (en) 1980-09-15 1982-03-15 Preventing skid and slip hydrostatic transmission

Publications (1)

Publication Number Publication Date
CA1182191A true CA1182191A (en) 1985-02-05

Family

ID=36764383

Family Applications (1)

Application Number Title Priority Date Filing Date
CA000398263A Expired CA1182191A (en) 1980-09-15 1982-03-12 Method for preventing slip or skid between driving wheels and ground in vehicle drive systems of multiple-axle type with hydrostatic power transmission

Country Status (8)

Country Link
JP (1) JPS58156450A (en)
AU (1) AU551635B2 (en)
CA (1) CA1182191A (en)
DE (1) DE3209071A1 (en)
FI (1) FI75529C (en)
FR (1) FR2523057B1 (en)
GB (1) GB2116657B (en)
SE (1) SE423368B (en)

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DE19627731A1 (en) * 1996-07-10 1998-01-15 Abb Patent Gmbh System for the drive and brake control of a rail vehicle
GB9902932D0 (en) * 1999-02-10 1999-03-31 Group Engineering Plc Vehicle
DE19956469A1 (en) * 1999-11-24 2001-05-31 Mannesmann Rexroth Ag Hydrostatic propulsive drive has braking device that interacts with each motor connected to control unit that activates brake if its associated motor's speed exceeds predetermined threshold
DE102004016242A1 (en) 2004-04-02 2005-10-20 Deere & Co Drive system of a work vehicle
AT503254A3 (en) * 2006-02-22 2010-06-15 Plasser Bahnbaumasch Franz TRAIN ASSEMBLY AND METHOD FOR OPTIMIZING THE DRIVING DRIVE PERFORMANCE OF A TRAIN ASSEMBLY
DE102006043927A1 (en) * 2006-09-14 2008-03-27 Voith Turbo Lokomotivtechnik Gmbh & Co. Kg Energy supply system of a diesel locomotive
AT514636B1 (en) * 2012-11-21 2015-05-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Vehicle with rail bogies and method of commissioning a vehicle
CN103935380B (en) * 2014-04-25 2016-03-09 南车株洲电力机车有限公司 A kind of control method of locomotive air skid control system and device
CN108572259A (en) * 2017-03-09 2018-09-25 华东交通大学 A kind of novel locomotive speed measuring device
DE102017212744A1 (en) * 2017-07-25 2019-01-31 Zf Friedrichshafen Ag drive arrangement
CN108791324B (en) * 2018-07-16 2023-06-20 湖南工业大学 Heavy-duty locomotive traction total amount consistency system and control distribution method
DE102019213586A1 (en) * 2019-09-06 2021-03-11 Siemens Mobility GmbH Method, device and rail vehicle

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US2321059A (en) * 1941-01-06 1943-06-08 Albert F Anderson Antislipping device for locomotives
GB1231430A (en) * 1968-12-10 1971-05-12
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DE2063130A1 (en) * 1970-12-22 1972-07-13 Westinghouse Bremsen- Und Apparatebau Gmbh, 3000 Hannover Method and device for preventing a vehicle wheel from sliding when braking
JPS4857062A (en) * 1971-11-18 1973-08-10
FR2239097A5 (en) * 1973-07-24 1975-02-21 Renault
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US3898937A (en) * 1973-11-19 1975-08-12 Gen Motors Corp Wheel slip sensing and control system
JPS52198A (en) * 1975-06-23 1977-01-05 Okano Densen Kk Emergency information device utilizing broadcasting line
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AT390416B (en) * 1978-04-28 1990-05-10 Wabco Fahrzeugbremsen Gmbh ARRANGEMENT FOR PREVENTING THE SPIN OF ONE OR MORE DRIVED WHEELS, IN PARTICULAR WHEN STARTING UP
GB2070206B (en) * 1980-02-26 1983-09-28 Gyro Mining Transport Ltd Automatic hydrostatic transmission

Also Published As

Publication number Publication date
AU551635B2 (en) 1986-05-08
SE423368B (en) 1982-05-03
DE3209071A1 (en) 1983-09-22
JPS58156450A (en) 1983-09-17
FR2523057B1 (en) 1985-12-06
SE8006455L (en) 1982-03-16
FI75529B (en) 1988-03-31
FI75529C (en) 1988-07-11
AU8150482A (en) 1983-09-22
FR2523057A1 (en) 1983-09-16
GB2116657A (en) 1983-09-28
GB2116657B (en) 1986-01-08
FI820848L (en) 1983-09-12

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