CH646655A5 - DEVICE FOR CONTROLLING PNEUMATIC BRAKES OF RAIL VEHICLES. - Google Patents

Description

The invention relates to a device for controlling pneumatic brakes of rail vehicles, in which electrical signals, which are assigned to certain pressures of the brake system and are generated by pressure-voltage converters, are supplied to an electronic signal processing device and are converted there into control signals for solenoid valves for brake actuation.

Such a device has become known from DE-AS 22 18 315. However, the electrical signals are used in addition to pneumatic control signals, the brake control signals being set pneumatically.

In view of the increasingly complex braking requirements for rail vehicles, in which a large number of braking functions and dependency on many influencing variables are carried out, e.g. Anti-lock signals, target braking, automatic driving and braking control (AFB), line control (LZB), change of train type [freight train (G); Passenger train (P); Passenger train (R)], load-dependent braking, rapid braking, magnetic rail brake, sanding, braking acceleration, release acceleration, speed-dependent braking, to name just a few of them, this known device is very incomplete.

The object of the invention is therefore to improve the above-mentioned device in such a way that all desired braking functions can be controlled with the aid of electrical signals obtained from the electronic signal processing device.

This object is achieved by the features specified in the characterizing part of patent claim 1. Advantageous refinements and developments of the invention are described in the dependent claims.

The basic idea of the present invention is to implement the entire signal processing of the vehicle brake system in a locomotive or other car such as e.g. to design a passenger car electronically and the actuating functions pneumatically.

The signal processing is currently carried out purely pneumatic-mechanical or electropneumatic-mechanical, the actuating function being pneumatic-mechanical.

In the present invention, the entire signal behavior of the previous complex pneumatic devices (e.g. control valve) is reproduced purely electronically.

By using programmable microprocessors, the entire necessary signal structure for the respective application (e.g. freight train, passenger train, multiple unit) can be changed by simple program-related measures without having to make any changes in the hardware or the other parts of the brake system.

Here, e.g. the braking setpoints and actual values, if they are not available as electrical signals, are converted into such in mechanical or pneumatic-electrical converters.

Based on the command variables, the microprocessor then uses the command structure of the program to calculate the new state of the output signals for the pneumatic actuators in very short cycles.

A very significant advantage of the device according to the invention lies in the considerably reduced costs compared to the known devices, in particular when comparing the system costs which arise from compressed air apparatus, pipe laying and installation costs in known systems.

Other important advantages of the device according to the invention include

- very short dead times, no hysteresis and temperature effects;

- high flexibility of the signal structure, i.e. in the event of changes to the braking functions of a system for a specific application, only a program change without hardware changes (easy to retrofit and small number of device versions) is necessary;

- improvement of control behavior e.g. by compensating for fluctuations in the coefficient of friction of the brake pads;

- Improvement of the control valve through additional functions such as service brake and release acceleration in each stage, also easy changeover from multi-solenoid to single-solenoid operation (by switch);

- Functional testing of all components possible while stationary and while driving through extensive test programs;

- With electrical control signals, specified by AFB, radio remote control, EP control, it is not necessary to change the type of signal processing multiple times, as a result of which a reduction in component expenditure is achieved; and

- Cost-effective concept (with increasing complexity of the signal processing the cost advantage increases).

Further features and advantages of the invention that are essential to the invention can be gathered from the following description,

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in which the invention is described in more detail using exemplary embodiments in conjunction with the figures.

It shows:

Figure 1 shows an embodiment of the invention when used in a passenger coach.

2 shows a further exemplary embodiment of the invention when used in a track shunting locomotive;

Fig. 3 shows a further embodiment of the invention when used with a direct electropneumatic brake, such as e.g. is used for underground or trams.

Identical parts in the individual figures are provided with the same reference symbols.

1 shows the braking system of a passenger coach, the purely pneumatic part of which essentially contains the following details, which are connected to one another as described below:

A main air line HL, a main container line HB, a supply air container R with a connected supply air container line 10, which via a shut-off valve (brake) 11 on the one hand via a check valve 12 with the main container line HB and on the other hand via a 2-point bridged by a nozzle 14 Solenoid valve 15 and another check valve 13 is connected to the main air line HL. The passage direction of the check valves 12 and 13 is indicated by the arrows shown in the figure. The supply air tank R is connected to a bogie equipment 17 via a part of the line 10, into which a maximum pressure limiter 16 is switched on, e.g. has two brake cylinders designed as spring-loaded cylinders F, which can be connected to line 10 via separate 3-point solenoid valves 18. Furthermore, an actuating cylinder 20 for a magnetic rail brake can be connected to line 10 via a 2-point: solenoid valve 19. The lines HL and HB are equipped in a known manner with shut-off valves and couplings for connecting to other vehicles. The lines HL and HB can also be connected to one another via a 2-point solenoid valve 21 for accelerating release and the line HL can be connected to atmospheric pressure via a 2-point solenoid valve 22 for rapid braking (emergency braking).

A first pressure transmitter D1 is connected to the main air line HL, a second pressure transmitter D2 is connected to the storage air tank line 10 and third and fourth pressure transmitters D3 and D4 are connected between the 3-point solenoid valves 18 and the spring-loaded cylinders F to the lines connecting these parts. Furthermore, a fifth pressure transmitter D5 is connected to a line carrying the air spring pressure if load-dependent braking is provided.

The pressure transmitters D1-D5 convert the measured pressure of the corresponding line into corresponding electrical signals El-E5.

Furthermore, in the present exemplary embodiment, two speed sensors VI and V2 are provided, which deliver electrical signals E6 and E7 corresponding to the vehicle or wheel rotation speed of individual axles or wheels of the vehicle. Finally, a switch S1 for the handbrake, a switch S2 for the emergency brake and a switch S3 for changing the train type (G, P, R) are provided, which supply electrical signals E8, E9 and El0. The signals El to El0 are fed via electrical lines to a first microprocessor system 23 and there to an input board 24 which is connected to a microprocessor 25.

The microprocessor 25 is in turn with an output 646 655

Register 26 connected, which in the present example provides seven output signals AI to A7, which are supplied to the individual solenoid valves or actuators in accordance with the table below.

AI to 2-point solenoid valve 22 (rapid braking) A2 to 2-point solenoid valve 19 (magnetic rail brake) A3 to corresponding 2-point A4 to solenoid valve 18 of the individual axes A5 to a display device 27 (braking state) A6 to 2-point solenoid valve 15 (R-filling, cross-section change)

A7 to 2-point solenoid valve 21 (release acceleration)

It is clear that the signals E1-E10 and A1-A7 are available in a suitable form for controlling the microprocessor system or the individual solenoid valves or actuators and, if appropriate, corresponding signal processing devices such as e.g. Analog-digital converters, frequency voltage converters, driver stages, etc. must be provided.

For reasons of operational safety, a second microprocessor system 28 - only the input lines to it are shown - can be provided, which is connected in parallel to the microprocessor system 23, corresponding outputs of this second system being OR-linked with outputs A1-A7, for example. It can also be expedient to check the output signals of the two microprocessor systems 23 and 28 for correctness by comparing them with those of a third microprocessor system (not shown).

In the microprocessor systems 23 and, if appropriate, 28, the input signals E1-E10 or some of them are linked to one another in order to generate the output signals A1-A7 or one or more of them in accordance with programmed calculation rules. The programmed calculation rules correspond to the desired braking functions.

In the exemplary embodiment of a passenger coach according to FIG. 1, the braking value setpoints are pneumatically specified in a known manner via the pressure of the main air line HL by a driver's brake valve (not shown).

These setpoints are stored in the pressure sensor D1, which e.g. linearly converts a pressure change into a voltage change, converted into electrical setpoints (signal El). Further setpoints are generated via switches S1-S3 (signals E8-E10). The pressure transducers D3 and D4 supply the actual values of the brake cylinder pressure (signals E3, E4), the pressure transducer D5 the actual load values (signal E5), the pressure transducer D2 the pressure value (signal E2) of the supply air tank R and the sensors VI and V2 Axis speeds (signals E6 and E7).

In the microprocessor 25, the signal structure of a control device (e.g. the control device of the applicant with the type designation KES) is simulated, i.e. the relationships between HL, C, R and A pressure are shown in accordance with the UIC regulations. (C pressure is the brake cylinder pressure and A pressure is the control pressure of the applicant's KE control valve.) The pressure changes of HL, C and R are measured directly (signals El, E2, E3 and E4), while the A pressure is electronic is formed.

The output signals for the solenoid valves 18, which regulate the brake cylinder pressure, are calculated from the input signals. In the case of rapid braking, solenoid valve 22 is also activated, which works as a “rapid braking accelerator” and specifically lowers the main air line pressure.

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646 655

The solenoid valve 22 also works as an accelerator for the first stage of service braking. A cross-sectional change in the filling of the storage air container R is effected with the nozzle 14 and the solenoid valve 15.

The functions “load braking” and “blocking protection” are also calculated from the input signals and the commands for the output signals A1-A7 are executed.

In general, two different control principles can be implemented with the microprocessor. It can be controlled to constant brake cylinder pressure in accordance with the specified setpoint, with pressure transmitters D2 and D3 or D4 closing the control loop. (The setpoint can be modified via further braking functions such as load braking, anti-lock protection, etc.) Furthermore, constant vehicle deceleration (negative acceleration -b) can also be controlled according to the specified setpoint. This means that fluctuations in the coefficient of friction of the brake linings and road inclinations can be compensated. The pressure transmitters D3, D4 are then not absolutely necessary, since the control loop via the speed transmitters VI and V2

Reference symbol signal designation of the axes is closed. The actual value of the acceleration, the differentiation of the axis speeds is obtained and compared with the -b- brake setpoint in the microprocessor, which calculates the control deviation for the solenoid valves (e.g. 18).

The simulation of the previously used pneumatic control valve by the microprocessor also makes it possible to improve the behavior of the brake system by additional program commands, e.g. an acceleration (braking and releasing acceleration) is assigned to each brake level of the service braking. In addition to the program expansion, only the additional solenoid valve 21 is required for the release acceleration, which briefly controls pressure from the HB line into the HL line. Fig. 2 shows an embodiment of the invention when used in a track shunting locomotive.

The brake system shown there also has an HL and HB line, a storage air tank R and spring-loaded cylinder F.

20 The following sensors and actuators are also provided, which are listed in the table below.

connected with / or function

Dl D2

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58

29.30

VI

V2

D15 D16

El

E2

E3

E4

E5

E6

E7

E8

E9

E10

Ell

E12

E13

E14

E15 E16

Pressure sensor pressure sensor

Switch in the driver's brake valve Switch in the driver's brake valve Switch in the driver's brake valve Switch in the driver's brake valve Switch button

Radio remote control,

AFB

Speed sensor axis 1

Speed sensor axis 2 pressure sensor pressure sensor

Main air line

Main tank pressure line

Brakes

Rapid braking automatic fill level

To solve

Shut off

Equalizer

Brakes

Release automatic fill level rapid braking axis 1

Axis 2

Spring-loaded cylinder axis 1 Spring-loaded cylinder axis 2

21 'AI 3-point solenoid valve HL and HB line / HL pressure control

22 'A2 2-point solenoid valve HL line / rapid braking, brake acceleration and Sifa braking

18 'A3 3-point solenoid valve brake cylinder pressure (C pressure axis 1)

A4 3-point solenoid valve, brake cylinder pressure (C pressure, axis 2)

Furthermore, a brake lever 31 'is provided, which can be moved into the brake (BR), rapid brake (SB), neutral position (0), release (LÖ) and filling surge (FÜ) positions, so that switches S3, S4, S5 and S6 are actuated, which emit the signals E3-E6.

For direct braking, a driver brake valve 32 with a driver brake lever 31 is provided, which is connected to the HB line, atmosphere and a CV input of a relay valve 33. The relay valve 33 is also connected to the supply air tank R and to two double check valves 36, the other connections of which are connected to the spring-loaded cylinders F and the 3-point solenoid valves 18 '. The latter are still connected to the HB line.

The signals E1 to E16 are converted into signals A1 -4 in a manner analogous to the exemplary embodiment of FIG. 1 described above.

It should be noted that in the case of mainline and shunting locomotives, the progressing automation with automatic driving and braking control (AFB) 30, regular train control (LZB) and radio remote control 29 means that the signals E9-E12 are already in electrical form. Furthermore, an EP conditioning 34 is provided (possibly retrofittable), which delivers signals A3 and A4 depending on pressures on release or brake lines.

When the automatic brake is operated manually, the setpoints are entered into the microprocessor 25 via the driver brake lever 31 with the electrical switches (S3-S6) (time-dependent control). The processor calculates the output values for the pressure change of the HL line (control of the train brake) and the brake cylinder pressures of the locomotive.

To determine the pressure change in the HL line, the actual values of the HI pressure are sent via the pressure transmitter

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(Dl) - arranged redundantly for safety reasons - fed back into the microprocessor 25, where the output signal for the 3-point solenoid valve 21, which lowers, raises and maintains the HL line, is calculated. The 2-point solenoid valve 22 ', which is also guided by the microprocessor 25, is used to initiate rapid braking, which also calculates the brake cylinder pressures in accordance with the brake setpoint in a similar manner to that described above, with the control valve, anti-skid device and load braking being simulated .

With automatic control of the locomotive via LZB, AFB or radio remote control, the signals (E9-E12) go directly into the microprocessor 12, which, as in the case of manual operation, supplies the output values for the pressure control of the HL line and the brake cylinder pressures of the locomotive.

The EP control can also be carried out in a simple manner. The setpoint values are manually specified electrically by the driver's brake lever 31, 31 ', and the microprocessor 25, as before, forms the signals for the locomotive and car control.

Regarding the functions AFB, EP control or radio remote control, it should be noted that the brake control with a sufficiently dimensioned microprocessor system can only be replaced by memory modules (programmable only

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Read memory, PROMS) can be retrofitted without any other changes (except cable laying).

The direct brake of the locomotive and the emergency brake valve 35 are designed pneumatically as before.

Further configurations are possible for operating the brake. As a replacement for the driver's brake valve 32 for mainline locomotives, a selector switch could be provided with which an arbitrary braking distance (within the range of possible braking distances) for a target braking is specified.

Another option is to specify a speed reduction within a certain time. The regulation is carried out in the microprocessor 25. As with the anti-skid device, the problem is the detection of the real train speed, which should not take place via the braked axles. A solution could be a Doppler radar.

Fig. 3 shows a direct EP brake according to the invention.

The main tank line HB is connected to the spring-loaded cylinders F via a check valve 13, a shut-off valve 11 ', the supply air tank R and a 3-point solenoid valve 18.

The following sensors and actuators are provided:

Reference numerals

signal

Name associated with / or. function

Dl '

El '

Thruster

HB line / HB pressure transmitter

D2 '

El '

Thruster

Brake cylinder axis 1

D3 '

E3 '

Thruster

Brake cylinder axis 2

VI

E4 '

Speed sensor

Axis 1

Axis 1

V2

E5 '

Speed sensor

Axis 2

Axis 2

S6 '

E6 '

counter

Emergency brake

D7 '

E7 '

Thruster

Air spring

E8 '

Brake setpoints

18th

AI

3-point solenoid valve

Brake cylinder 1

18th

A2

3-point solenoid valve

Brake cylinder 2

37

A3

2-point solenoid valve

Couple

38

A4

2-point solenoid valve

Couple

This embodiment relates to the equipment of a subway car. The brake signals are e.g. electrically transmitted in the wagons as so-called VÖV signals (in accordance with the regulations of the Association of Public Transport Companies). The entire pneumatic and electrical hardware required for brake control is shown in the form of block diagrams.

The braking value setpoints (signal E8 ') are specified electrically in the car, the decoding takes place in the microprocessor 25, and the emergency braking signal (E6') is also introduced. The mesh is obtained via the sensors that supply the actual values of the load (E7 '), the axis speeds (E4', E5 ') and the pressure values for the brake cylinders (E2', E3 ')

45 Control circuit for the brake cylinder pressure in the microprocessor 25 closed, which in certain polling cycles in a very short time (1-3 msec) the brake cylinder pressure required depending on the brake value setpoints and the actual values of wheel speed (anti-skid function), brake cylinder pressure and load (for each axis) calculated and delivers an actuating signal AI and A2 to the 3-point solenoid valves 18. Any pressure value can be adjusted with a very short dead time (10-20 msec) and high accuracy on the solenoid valve. The brake cylinder should also be a spring-loaded cylinder F here for safety reasons and because of the simple options for displaying the parking brake.

B

3 sheets of drawings

Claims (5)

646 655 PATENT CLAIMS 1. Device for controlling pneumatic brakes of rail vehicles, in which electrical signals, which are assigned to specific pressures of the brake system and are generated by pressure-voltage converters, are fed to an electronic signal processing device and converted there into control signals for solenoid valves via a plurality of pressure-voltage converters characterized in that the electronic signal processing device (23) contains at least one programmable microprocessor (25) and that the signal processing device additionally contains a large number of electrical input signals (E1-E16, El'-E8 ') from a large number of mechanical-electrical ones Transducers (D1-D5, D15, D16, VI, V2) and / or a large number of electrical signal transmitters (S1-S3; S3-S8; S6 '; 29, 30, 34) are supplied, the microprocessor (25) correspondingly preprogrammed braking functions generate a variety of output signals (A1-A7) for controlling the solenoid valves (18,21,22,15,37, 38) gt. 2. Device according to claim 1, characterized in that the preprogrammed braking functions contain one or more of the following functions: anti-lock, anti-skid, load-dependent braking, rapid braking, train type-dependent braking, magnetic rail braking, sand spreading, brake acceleration, release acceleration and stepped or stepless service braking. 3. Device according to claim 1 or 2, characterized in that the electronic signal processing with the signal generators and the solenoid valves forms a control loop, the target value is a constant brake cylinder pressure or a constant vehicle deceleration. 4. Device according to claims 1-3, characterized in that a second microprocessor (28) is provided which performs its function in the event of failure of the first microprocessor (23). 5. Device according to claims 1 -3, characterized in that two microprocessors (28) are provided which calculate the output signals in parallel and independently of one another, with a third processor possibly comparing the output data for correctness.