CN106715225B - The optimal control of air compressor in locomotive marshalling - Google Patents
The optimal control of air compressor in locomotive marshalling Download PDFInfo
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- CN106715225B CN106715225B CN201480081962.2A CN201480081962A CN106715225B CN 106715225 B CN106715225 B CN 106715225B CN 201480081962 A CN201480081962 A CN 201480081962A CN 106715225 B CN106715225 B CN 106715225B
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- compressor
- controller
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- air
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
-
- 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
- B60T17/02—Arrangements of pumps or compressors, or control devices therefor
-
- 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
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Control Of Positive-Displacement Pumps (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
It is a kind of for controlling the locomotive compressor in the marshalling of multiple locomotives to optimize the system in compressor service life, cold snap operation and maintenance scheduling.Each compressor is associated with controller, and controller can be communicated via the interface to network with the corresponding controller for being also interfaced to network of other compressors.Leading compressor controller can issue order to other compressor controllers later to be more effectively restored to the pressure of system, it is improved using scheduling to realize, or with management service interval to make the use of each compressor maximize in periodic maintenance interim.
Description
Technical field
The present invention relates to locomotive compressor assemblies, and more particularly relate to control the locomotive compressor in organizing into groups
System.
Background technique
In the operation of heavy duty transport goods train, usually there are multiple locomotives on the head of train, traction is all provided
Power under the leading control of the locomotive from foremost to make train mobile.Locomotive is usually connected to each other by four air pipelines
At multiple units (MU) system, four air pipelines include brake-press lead, 20-Pipe, 13-Pipe and MR Pipe (air reservoir)
And " 27 pin " jumper cable of standard.The combination allows the driver in locomotive to control in the MU for promoting and braking the two
The lower driving of system is as the trailing train from locomotive.
In MU configuration, the air reservoir on each of locomotive is connected with each other via MR pipe end hose, to make to combine
MR volume locomotive is organized into groups it is available.Each locomotive further includes the air compressor for pressurizeing to air reservoir.In addition, 27 pins
Train cable includes the train cable (usually train cable #22) for MU compressor control.This allows on locomotive
Compressor governer starts simultaneously at and stops the compressor on all locomotives, to obtain the very fast of MR system interconnected
Speed filling.In addition, the MU operation of compressor even ensures not interrupt in the case where the compressor on locomotive breaks down
Enough air supplies.
However, if all MR are in low loading condition or it is expected MR system if train braking system is unloaded
Fast Filling, because in these conditions, it can be with higher total air containment of fully utilize multiple compressors.However, big
In most cases, the air system on locomotive and train braking is loaded, and air compressor is controlled on compressor governer
It recycles between boundary processed and lower control limit, is recycled usually between 120psi and 140psi.Therefore, it does not need in MU generally
The complete capacity of compressor.
All air-flows into train braking pipeline are controlled by the Pneumatic brake systems on locomotive.Locomotive air braking
System includes the nominal 19/64 " diameter for the stream being limited between the outlet of MR2 and the entrance of brake-press lead pressure control loop
Choke coil.Brake-press lead pressure is usually completely loaded with 90psi.It is usually 26psi that full service brake-press lead, which is reduced,
Corresponding to 64psi brake-press lead pressure.In order to discharge train braking, brake-press lead is reloaded into 90psi.Because on train
Brake-press lead be train length, the effect for the friction for often exceeding 6000 feet, and being attributed in pipeline, in train
The brake-press lead of front loads well before the brake-press lead of the tail portion of train.Therefore, the braking in locomotive braking system
The brake-press lead of pipeline adjusting device (brake-press lead relay) in train be fully loaded before based on the head of train
Brake pipe pressure start to control air-flow.In the low head pressure reloaded, (it is to flow to 64 into 90psi brake pipe
120 to 140psi MR pressure), net combine controlled of 19/64 " loading choke coil and brake-press lead relay mean institute
The airflow capacity much less of compressor on the speed ratio only one locomotive of the air-flow needed.
In MU marshalling, therefore the combined airflow capacity on the compressor on each of locomotive compares required for
It is much bigger, and therefore, compressor duty ratio is very short.For example, in some cases, the MR from 120psi to 140psi is filled again
Load can be occupied less than 30 seconds.This is undesirable for several reasons.First, compressor start includes the high surge on component
Electric current, high acceleration and high torque, all finally to compressor nocuousness.Second, because of the time that compressor operation is so short,
It can not realize the stable operation temperature of optimization.Accordingly, there exist adding for the cooling-part for being attributed to transient thermal growths problem
Speed abrasion, and cooling compressor is easier to accumulate condensed water from the air of generation.Finally, in addition to corroding the problem of, liquid water
Accumulation can freeze in the operation in winter, thereby result in the blocking of compressor after the cooler and discharge cable.
Preferably, compressor has longer duty ratio, is compressed to and is arranged so that compressor and associated component are attributed to
The heating of the roughly the same temperature of the air put and be heated.The normal running temperature of compressor leads to lacking in compressor assembly
Condensation much, and the enough heat in cooler and discharge cable later is any to prevent in those key positions
Liquid water freezes.Therefore, when the synchronously control of all compressors in locomotive marshalling may be advantage during dry discharge, or
For person in the case where the compressor on locomotive breaks down, synchronously control is obviously unfavorable to the compressor service life and in cold
It is problematic during weather operation, because compressor duty ratio is too short.
In some cases, the locomotive in marshalling can be provided to allow separate compressors control, therefore each
Pressure regulator on locomotive independently opens and closes the compressor.The control program solves asking for too many struck capacity
Topic, because all air reservoirs are connected by MR pipeline, and therefore the MR pressure on each locomotive is nominally identical, and because
There are the natural tolerances in the pressure regulator setting in each locomotive compressor control for this.However, in this scenario, locomotive is compiled
A compressor in group will be due to the tolerance variation of pressure regulator than the higher pressure of other compressors in marshalling
It opens, and all air for being directed to train will be provided, and therefore, compressor utilization rate and compressor service needs are uneven
Weighing apparatus.In general, completing compressor service by the regularly scheduling of planning, some of them service action is sent out with the calendar interval of rule
It is raw.Therefore, the compressor for being limited by the control program will do more function, therefore some compressors than other during service intervals
It will be maintained too late and some will be serviced earlier than required.
Summary of the invention
The present invention includes a kind of system for controlling multiple air compressors in locomotive marshalling, wherein each locomotive
Air compressor is associated with Networked controller, and Networked controller can send or receive and the behaviour of associated compressor
Make relevant order.One predetermined controller is programmed to issue to other controllers and order, so that each compressor is more effective
Ground is manipulated.For example, each compressor can be enabled sequentially to refill when each MR system needs to refill
MR system.Leading controller can also monitor other compressors from predetermined point of time or the overall utilization used, so that leading control
The scheduling for using the maximized compressor of the utilization rate of each compressor may be implemented in device processed, therefore ensures that each compressor exists
It is fully utilized during its maintenance time section dispatched.Leading controller may be coupled to thermometer or other sensors
It uses to avoid freezing or the problem of other temperature correlation to control compressor.
Detailed description of the invention
To read in conjunction with the accompanying drawings it is described in detail below be more fully understood and recognize the present invention, in the accompanying drawings:
Fig. 1 is the schematic diagram with multiple units marshalling of compressor control system according to the present invention；
Fig. 2 is the schematic diagram of the compressor control system according to the present invention for each locomotive in organizing into groups；
Fig. 3 is the schematic diagram of the network according to the invention compressor control system；
Fig. 4 is the flow chart of compressor control according to the present invention；And
Fig. 5 is the flow chart of compressor assembly control according to the present invention.
Specific embodiment
Referring now to the drawings, wherein similar appended drawing reference is wherein referring to similar component, as it can be seen that optimization in Fig. 1
Compressor service life, cold snap operate and balance utilization rate to carry out the distributed locomotive compressor control of the intelligence of maintenance optimization
System 10.The compressor 12 of each locomotive 14 in the marshalling of multiple units is connected with each other by system 10.In the marshalling of multiple units,
Each locomotive 14 can be designed as locomotive 14a, and subsequent locomotive 14b to 14n is used as from locomotive.Although high-ranking military officer Fig. 1
The head locomotive 14a locomotive 14 that is depicted in the head of marshalling, but is designed to be used as locomotive 14a can be positioned in along
In any position of marshalling.
As shown in Figure 2, system 10 is a series of individual locomotive controls, it is therein it is each have with it is every in marshalling
The associated individual controller 16 of each compressor 12 of a locomotive 14.Controller 16 is connected to span volume via by controller 14
The interface 18 of the network 20 of group is connected to the network to other locomotives in train marshalling list.Network 20 may include wireless network, example
Such as IEEE 802.11 or honeycomb 3G or 4G network or cable network, such as Ethernet or IEEE 802.5, or even use
The customized network of the spare electric wire of existing 27 pin train cable for intra-train communication.Preferably, interface 18 includes being folded
It is added in the upper power-line carrier network letter of existing 27 pin train cable compressor control electric wire (it typically is electric wires number 22)
Number.
The sensing of such as MR system of the first air reservoir 28 that is coupled to can be used in compressor 12 in controller 16
The rate of pressure increase while device 22 operates in monitoring MR system.Air reservoir 28 may be connected to the air reservoir pipe of locomotive
Road 36.First air reservoir 28 can also be connected to the second air reservoir 32 via check-valves 30.Second air reservoir 32 can be connected
It is connected to braking system 34, is further attached to brake-press lead 40.Power supply 44 can be grasped via in response to the pressure in cylinder 28
The switch 42 of work is coupled to system 10.
System 10 can be additionally configured to so that each controller 16 includes monitoring module 24, and it is right that monitoring module 24 tracks its
The compressor 12 answered is from predetermined point of time or uses the overall utilization of (such as last time maintenance or major maintenance).Monitoring module 24 can
Therefore to report that, to leading controller 16, leading controller 16 can be established later and realize what compressor used for use information
The use of the compressor with lowest accumulated utilization rate in marshalling is preferably ordered in scheduling, the scheduling.System 10 can also lead to
Cross to each controller 16 increase real-time clock and will accumulate compressor utilization rate with until next time scheduling maintenance it is remaining when
Between (or the time from last maintenance) be compared to optimize, allow system 10 to aim at compressor using in the dimension of scheduling
Percent 100 utilization rate for finally realizing each compressor 12 at shield interval.For example, having for by the road of its service intervals
The compressor of percent 75 accumulation utilization rate of percent the 95 of way will be preferable over for by the road of its service intervals
The compressor of only percent 10 percent 10 utilization rate used.Temperature sensor 26, which will be increased to system 10, also to be permitted
Perhaps system 10 manages compressor temperature and avoids relevant issues.For example, compressor control scheme can be operated preferably in marshalling
Only one compressor to optimize compressor temperature during the use to compressor when below freezing when environment temperature.
As shown in Figure 3, system 10 includes any amount of individual locomotive, and therein each includes as shown in Figure 2
Compressor control system.Therefore, the specified leading controller 16a of locomotive 14a can asynchronously control surplus in marshalling
Each of compressor on remaining locomotive 14b to 14n is to optimize charging ratio, compressor temperature and balance compressor utilization rate.Make
With subscript (selection three for illustrative purposes, a, b, c) counter element in the individual system of each locomotive of instruction.
In order to avoid service intervals problem, system 10 can be programmed to manage compressor utilization in several of different ways
Rate.For example, refilling for air reservoir system can be by sequentially enabling under the control of leading compressor controller 16a
Each compressor 12b to 12n in marshalling is realized.When MR system in marshalling needs to be re-filled for the first time, the first machine
Compressor 12a on vehicle is utilized.Compressor 12b on second locomotive is sent and is ordered to refill MR system next time,
Middle system 10 is sequentially cycling through each of remaining compressor 12n.In this way, the compressor in locomotive marshalling
12a will all undergo same amount of utilization rate and there is the duty ratio optimized into 12n.
As shown in Figure 4, system 10 can be programmed to be preferably used with the minimum compressor using the time.First
Step is related to the identification 50 to all compressors in marshalling.Next, based on the hypothesis for always allowing to use and actually use come
Calculate the utilization rate factor 52 for each compressor in marshalling.For example, 8 years service lifes between maintenance add with annual
1500 hours hypothesis that electricity uses will obtain 12,000 hours service life.It should be recognized that 8 years and 1500 hours are
Exemplary variable, and other values can be used by system 10.Once calculating the utilization rate factor for each compressor 52, press
Contracting machine can sort 54 according to utilization rate, such as from minimum utilization rate to optimum rate of utilization.When 56 compressors of needs are opened
When signal, such as when main air reservoir is equal to or less than about 125psi, the sequence of the utilization rate factor can be used will order
It is sent to suitable compressor 58.It is all when check-valves 60 determines that main air reservoir is equal to or higher than about 145psi
Compressor, which can be closed 62 and update accordingly 64, uses hour for each compressor.
In the case where needing high gas flow, such as during the dry loading of the braking system of train, the control of locomotive 14a
Device 16a processed can be while the sensor 22a operation for being coupled to MR system be used in compressor 12a in monitoring MR system
Pressure increase rate.Sensor 22a can detect height based on the low rate of the pressure increase in the cylinder 28a of MR system
Air-flow needs.In this state, the controller 16a of leading compressor 12a can will be ordered on network 20 via interface 18a
It is sent to from compressor 12b to 12n to open their corresponding compressor 12b to 12n, until meeting air needs.Similarly,
Using identical method, the controller 16a of leading compressor 12a can send instruction compression machine 12b into 12n via network 20
The order that one or more rates in MR pressure increase are too fast or while having been realized in desired amount closes.In Fig. 5
As it can be seen that first step (such as approach) is to determine whether the pressure in main air reservoir has decreased to lower than threshold value 70,
Such as 125psi.Controller compressor, for example, compressor 12a can after be opened 72.Inspection 74, which is made, to determine pressure is
It is no to keep below the second lower threshold (such as 120psi), it can indicate to be attributed to extremely low pressure and need to open additional
Compressor.If checking that 74 determine that pressure is lower than second threshold, the increase for being reloading with rate inspection 76 to determine pressure is made
Rate whether be higher than set rate.If it is not, sending order 78 then to open additional compressor, such as compressor
12n.However, if checking that 74 determine that pressure is not less than second threshold, without opening additional compressor and making inspection
Whether 80 sufficiently pressurizeed again with the main air reservoir of determination.If it does, then closing 82 all compressors.
Claims (20)
1. a kind of system for controlling multiple air compressors in locomotive marshalling, comprising:
First air compressor is positioned in the first locomotive；
First controller is interconnected to first air compressor and controls the behaviour of first air compressor
Make, wherein first controller includes the first monitor, and first monitor tracks the of first air compressor
One accumulation overall utilization；
First controller is interconnected to network by first interface；
Second air compressor is positioned in the second locomotive；
Second controller is interconnected to second air compressor and controls the behaviour of second air compressor
Make, wherein the second controller includes the second monitor, and second monitor tracks the of second air compressor
Two accumulation overall utilizations；
The second controller is interconnected to network by second interface；And
Wherein, first controller is programmed to send commands to the second controller, the life via the network
Enable the total benefit of the second accumulation of the first accumulation overall utilization and second air compressor based on first air compressor
Indicate how the second controller should operate second compressor with rate.
2. system according to claim 1 further includes first pressure sensor, the first pressure sensor is coupled to
First cylinder of first locomotive is simultaneously interconnected to first controller to provide and the pressure in first cylinder
Power increases corresponding signal.
3. system according to claim 2, wherein first controller is programmed to based in first cylinder
Pressure increase instructs how the second controller operates second compressor.
4. system according to claim 1 further includes the first monitor, first monitor and first compressor
It is associated and is interconnected to first controller to provide the first data used for indicating first compressor.
5. system according to claim 4, wherein first controller is programmed to based on expression first compression
First data used of machine operate first compressor.
6. system according to claim 5, wherein first controller is programmed to the comparison sheet during predetermined space
Show the first data of first compressor used to determine whether to operate first compressor.
7. system according to claim 4 further includes the second monitor, second monitor and second compressor
It is associated and is interconnected to the second controller to provide the second data used for indicating second compressor,
In, the second controller is programmed to indicate second data of second compressor used by the network
It is sent to first controller.
8. system according to claim 7, wherein first controller is programmed to compare described in expression for scheduling
Second data of second accumulation overall utilization of the second compressor are to determine whether to operate second compressor.
9. system according to claim 8, wherein first controller be programmed to based on first compressor and
The relative usage of second compressor determines whether to operate one in first compressor and second compressor
It is a.
10. system according to claim 1, wherein first controller is programmed to sequentially operate described first
Compressor and second compressor.
11. system according to claim 1 further includes for detecting the first temperature associated with first compressor
First sensor, wherein first controller is programmed to operate described first when first temperature is below the freezing point
Only one in compressor and second compressor.
12. a kind of method of the air compressor in control locomotive marshalling, comprising the following steps:
The first controller for having the control of the operation to the first compressor is provided；
The second controller for having the control of the operation to the second compressor is provided；
Monitor both first compressor and second compressor in the accumulation utilization rate of predetermined amount of time；
From first controller send the second controller for order, the order be based on first compressor and
The accumulation utilization rate of both described second compressors in predetermined amount of time；And
Second compressor is operated based on the order received from first controller.
13. further including according to the method for claim 12, that detection is supplied by first compressor or second compressor
The step of pressure increase in the cylinder answered.
14. according to the method for claim 13, wherein send second control from first controller for order
The step of device includes being sent to the second controller for operating second pressure based on the pressure increase in the cylinder
The instruction of contracting machine.
15. according to the method for claim 12, further including monitoring first compressor and second compressor pre-
Fix time use in section the step of.
16. according to the method for claim 15, wherein send second control from first controller for order
The step of device includes predetermined second less than first compressor when the use of second compressor within a predetermined period of time
The instruction for operating second compressor is sent when use in the period.
17. according to the method for claim 12, wherein send second control from first controller for order
The step of device includes the instruction sent for operating second compressor according to predetermined scheduling.
18. according to the method for claim 12, wherein send second control from first controller for order
The step of device includes the instruction sent when first compressor does not operate for operating second compressor.
19. according to the method for claim 12, further including the steps that detecting environment temperature.
20. according to the method for claim 19, wherein if environment temperature is below the freezing point, first compressor and
Only one in second compressor is operated.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/US2014/055984 WO2016043725A1 (en) | 2014-09-17 | 2014-09-17 | Optimal control of air compressors in a locomotive consist |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106715225A CN106715225A (en) | 2017-05-24 |
| CN106715225B true CN106715225B (en) | 2019-04-23 |
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ID=51628475
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201480081962.2A Active CN106715225B (en) | 2014-09-17 | 2014-09-17 | The optimal control of air compressor in locomotive marshalling |
Country Status (6)
| Country | Link |
|---|---|
| CN (1) | CN106715225B (en) |
| AU (1) | AU2014406472B2 (en) |
| BR (1) | BR112017004774B1 (en) |
| CA (1) | CA2961342C (en) |
| DE (1) | DE112014006875T5 (en) |
| WO (1) | WO2016043725A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102017209992B4 (en) * | 2017-06-13 | 2019-05-29 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for controlling a compressed air supply |
| AU2017427589B2 (en) * | 2017-08-15 | 2020-04-09 | New York Air Brake, LLC | Deicing system for air compressor aftercooler |
| CN113530804B (en) * | 2020-04-14 | 2023-01-20 | 株洲中车时代电气股份有限公司 | Air compressor system and control method thereof |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2652189A (en) * | 1949-06-04 | 1953-09-15 | Westinghouse Air Brake Co | Control apparatus for fluid compressors |
| JP2004513281A (en) * | 2000-11-02 | 2004-04-30 | クノル−ブレムゼ ジステーメ フューア シーネンファールツォイゲ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Control method and control device for pressure medium in rail vehicle |
| CN102923078A (en) * | 2012-11-06 | 2013-02-13 | 潍柴动力股份有限公司 | Automobile air compression device and control method |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7233844B2 (en) * | 2004-03-22 | 2007-06-19 | General Electric Company | Locomotive remote control system with diagnostic display |
| US20130173094A1 (en) * | 2011-12-28 | 2013-07-04 | Jared K. Cooper | System and method for rail vehicle control |
| US8903574B2 (en) * | 2009-10-22 | 2014-12-02 | General Electric Company | System and method for vehicle communication, vehicle control, and/or route inspection |
-
2014
- 2014-09-17 CN CN201480081962.2A patent/CN106715225B/en active Active
- 2014-09-17 AU AU2014406472A patent/AU2014406472B2/en active Active
- 2014-09-17 DE DE112014006875.6T patent/DE112014006875T5/en active Pending
- 2014-09-17 WO PCT/US2014/055984 patent/WO2016043725A1/en active Application Filing
- 2014-09-17 CA CA2961342A patent/CA2961342C/en active Active
- 2014-09-17 BR BR112017004774-8A patent/BR112017004774B1/en active IP Right Grant
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2652189A (en) * | 1949-06-04 | 1953-09-15 | Westinghouse Air Brake Co | Control apparatus for fluid compressors |
| JP2004513281A (en) * | 2000-11-02 | 2004-04-30 | クノル−ブレムゼ ジステーメ フューア シーネンファールツォイゲ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Control method and control device for pressure medium in rail vehicle |
| US6808237B2 (en) * | 2000-11-02 | 2004-10-26 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for controlling the supply of a pressure medium on rail vehicles (compressor management) |
| CN102923078A (en) * | 2012-11-06 | 2013-02-13 | 潍柴动力股份有限公司 | Automobile air compression device and control method |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2016043725A1 (en) | 2016-03-24 |
| BR112017004774B1 (en) | 2022-07-26 |
| CN106715225A (en) | 2017-05-24 |
| CA2961342C (en) | 2017-09-05 |
| CA2961342A1 (en) | 2016-03-24 |
| AU2014406472B2 (en) | 2018-10-25 |
| AU2014406472A1 (en) | 2017-03-23 |
| DE112014006875T5 (en) | 2017-05-11 |
| BR112017004774A2 (en) | 2017-12-12 |
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