EP2443013B1 - Ensemble de commande et procédé permettant de le faire fonctionner - Google Patents

Ensemble de commande et procédé permettant de le faire fonctionner Download PDF

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Publication number
EP2443013B1
EP2443013B1 EP10723103.7A EP10723103A EP2443013B1 EP 2443013 B1 EP2443013 B1 EP 2443013B1 EP 10723103 A EP10723103 A EP 10723103A EP 2443013 B1 EP2443013 B1 EP 2443013B1
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EP
European Patent Office
Prior art keywords
operating
operating mode
control signal
adjustment angle
mode
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.)
Active
Application number
EP10723103.7A
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German (de)
English (en)
Other versions
EP2443013A1 (fr
Inventor
Matthias Alexander Weber
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.)
Siemens AG
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Siemens AG
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Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL10723103T priority Critical patent/PL2443013T3/pl
Publication of EP2443013A1 publication Critical patent/EP2443013A1/fr
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Publication of EP2443013B1 publication Critical patent/EP2443013B1/fr
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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
    • 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
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof

Definitions

  • the invention relates to an operating device with an operating lever for controlling a vehicle, in particular for controlling a locomotive or a traction vehicle, wherein the operating device has a control device which enables a position-dependent mode and a time-dependent operating mode of the operating device.
  • Such an operating device is from the WO 2008/009443 A1 already known.
  • the operating device disclosed therein has a control device which enables a position-dependent operating mode and a time-dependent operating mode of the operating device.
  • the operating modes shown there are not selectable by an operator.
  • the US 2007/134092 A1 and the US 5,318,466 each disclose an operating lever arranged to generate a control signal.
  • the sensitivity of the lever run can be changed or it can be switched between a shunting and a "free ride" mode back and forth.
  • operating levers In rail vehicles, such as locomotives or locomotives, usually operating levers are used, in which by adjusting the deflection angle of the operating lever, the operating function to be performed is selected operator side. Deflection angle, which is associated with a specific operating function, are fixed for example by a locking disk.
  • the invention has for its object to provide an operating device of the type mentioned, which is user-friendly.
  • a selection device is connected to the control device with which the position-dependent operating mode or the time-dependent operating mode of the operating device can be selected on the operator side, and the control device is suitable as a function of the selected operating mode and the respective position of the operating lever on the output side to generate a control signal indicating the respective operating command of the operating lever.
  • the invention provides that the operating device has a control device which allows a position-dependent mode and a time-dependent mode of operation, with the control device is connected to a selector with which the position-dependent mode or the time-dependent mode of operation of the operator can be selected, and the Control device is suitable, depending on the selected Operating mode and the respective position of the operating lever on the output side to generate a control signal indicating the respective operating command of the operating lever.
  • a position-dependent operating mode is understood to mean that the operating command is determined by the respective position of the operating lever.
  • a time-dependent mode of operation is understood to mean that the operating command depends inter alia on how long the operating lever remains in a predetermined position. For example, in the time-dependent operating mode, it is possible for the driving force of the drive to be increased continuously, as long as the operating lever is in the position "Increasing the driving force” is located, and is continuously reduced, as long as the operating lever is in the position "reduction of the driving force". In a corresponding manner, the braking force can also be increased or reduced by setting appropriate positions of the operating lever for increasing or reducing the braking force.
  • a significant advantage of the operating device according to the invention is the fact that it has a switchover, so that it is an operator, ie usually the driver, allows to control the vehicle either position-dependent or time-dependent. Such a changeover allows a change in the operating philosophy, without requiring a replacement of the operating lever or other parts would be required.
  • a further significant advantage of the operating device according to the invention is that switching is also possible while the vehicle is traveling and the driver thus has the opportunity, depending on the driving situation, dynamically to select the operating mode or that operating philosophy that best suits the respective driving situation.
  • the control device is designed such that it, after a user-side change of mode, the operating device for a given Time period inactive switches.
  • Such inactive switching gives the driver the opportunity to check whether the position of the operating lever is correct or desired, so that in the event of a deviation, he can correct the position of the operating lever within the predetermined period of time; This makes it possible, for example, to prevent the vehicle from accelerating after switching the operating mode, although braking of the vehicle is necessary and previously set.
  • the control device outputs a control signal which corresponds to the control signal at the time of the changeover of the operating mode; this ensures continuity in the handling of the vehicle.
  • the control device is preferably configured such that it leaves the control signal unchanged after a user-side changeover of the operating mode for a predefined period of time.
  • the operating device preferably has a display device which displays the respectively selected operating mode.
  • the driver is always signaled which mode currently active, and it is a misoperation avoided.
  • the display device alternatively or additionally also displays the respectively selected operating command of the operating device.
  • Such an indication of the present operating command makes the vehicle control particularly comfortable.
  • the respective operating position can be determined particularly simply and thus advantageously if an angle measuring device for detecting the adjustment angle of the operating lever is connected to the control device and the control device is suitable for generating the control signal with the detected angle value of the angle measuring device and the operating mode selected.
  • an individual Verstellwinkel Colour is assigned to the operating lever for each operating command, and the control device checks, for example, which operating mode is selected and in which Verstellwinkel Geb the detected angle value falls, and generates in dependence on the determined Verstellwinkel Anlagen and the determined mode, the control signal.
  • the operating lever has no detent position and is self-holding within the entire adjustment range of the operating lever.
  • the operating lever provides a single detent position, namely a detenting zero position and restlessly works and is self-holding within the rest of the adjustment range of the operating lever.
  • the latching zero position is preferably located in an axis of symmetry of the adjustment angle range or the operating device.
  • the invention also relates to a method for generating a control signal indicating an operating command of an operating lever, in particular for controlling a locomotive or a traction vehicle, wherein it is checked whether a position-dependent operating mode or a time-dependent operating mode has been selected operator side, and in dependence the selected operating mode and the respective position of the operating lever on the output side, a control signal is generated which indicates the respective operating command of the operating lever.
  • the invention provides that after a user-side switching the operating mode, the operating device is switched inactive for a predetermined period of time and in the predetermined period of inactivating a control signal is output to the control signal at the time Changing the operating mode corresponds.
  • the operating device is switched inactive for a predetermined period of time and a control signal is output in the predetermined period of inactivation which corresponds to the control signal at the time of the changeover of the operating mode.
  • the adjustment angle of the operating lever is measured, and the control signal is generated with the measured angle value, taking into account the operating mode selected operating mode.
  • control lever for each operating command each an individual Verstellwinkel Scheme is specified and is checked which mode is selected and in which Verstellwinkel Scheme the detected angle value falls, and the control signal in dependence on the determined Verstellwinkel Geb and the determined operating mode is generated.
  • FIG. 1 one sees an operating device 10, which is equipped with an operating lever 20.
  • the operating lever 20 is held pivotably within a swivel angle range or adjustment range ⁇ and can assume an arbitrary displacement angle ⁇ within the adjustment range ⁇ .
  • the adjustment range ⁇ is configured symmetrically and has a central axis or axis of symmetry 30, which divides the adjustment into two large partial angle sections.
  • the adjustment range In the area of the axis of symmetry 30 or center axis of the operating lever 20 is held detent, so that the center axis forms a latching zero position for the operating lever 20.
  • the adjustment range is rest-free, wherein the operating lever is self-holding in any position outside the symmetry axis 30.
  • Such a latching can be achieved for example by a corresponding friction of the operating lever 20.
  • the operating device 10 For detecting the respective adjustment angle ⁇ of the operating lever 20, the operating device 10 has an angle measuring device 40 which measures the displacement angle ⁇ , generates a corresponding displacement angle value D ( ⁇ ) and this on the output side emits. Downstream of the angle device 40 is a control device 50 of the operating device 10.
  • the selection device 60 can be selected on the operator side or vehicle driver side, with which operating mode, the operating device 10 is to be operated.
  • the driving force of the drive is continuously increased, as long as the operating lever is in the position "increase the driving force”, and is continuously reduced, as long as the operating lever is in the position "reduction of the driving force”.
  • the braking force can also be increased or reduced by setting appropriate positions of the operating lever for increasing or reducing the braking force.
  • An embodiment of a position-dependent mode of operation is described below in connection with the FIG. 3 explained.
  • the selection device 60 therefore, it can be determined on the operator side whether the operating device is to be operated time-dependent or position-dependent.
  • the selector 60 is a separate component connected to the controller 50.
  • the selection device 60 can also be arranged in or on the operating lever 20, in particular in or on the knob 70 of the operating lever 20.
  • the operating device 10 has a display device 80, which is connected to the control device 50.
  • control device 50 generates on the output side a display signal AZ, which arrives at the display device 80 and determines which display is to be displayed on the display device 80.
  • the display signal AZ causes a display of the respectively current operating command BF and the current operating mode BA.
  • the set driving force or the set braking force therefore depends on how long the operating lever 20 is in the driving force-changing or braking-force-changing adjustment angle range ⁇ 1, ⁇ 3, ⁇ 4 and ⁇ 6.
  • the driving force or the braking force remains unchanged or constant at their respective value.
  • the resulting operating command depends on which adjustment angle ⁇ of the operating lever 20 respectively.
  • the drive of the vehicle should exert a positive driving force.
  • the respective driving force value is within the Verstellwinkel Schemes by the respective adjustment angle ⁇ ⁇ 7 determined: For example, the greater the displacement angle ⁇ of the operating lever, the greater the driving force is set.
  • the braking force is adjusted by pivoting the operating lever 20 in the Verstellwinkel Scheme ⁇ 8, for example, a large displacement ⁇ - with respect to the axis of symmetry 30 - a large braking force and a small adjustment angle ⁇ has a small braking force.
  • FIG. 4 It can be seen how an actuation of the selector 60 and generating a selection signal AS causes a change in the mode BA. If the selection device 60 is activated and generates a selection signal with a logical "1", this does not directly lead to a change in the operating mode; only when the selection signal AS is generated at least during a predetermined minimum period Tmin with a logical "one", a switching of the mode BA is caused.
  • the operating device 10 Only after expiration of the time period Ts, the operating device 10 is again activated, so that the control signal ST again corresponds to the respective adjustment angle ⁇ of the operating lever 20 and the respectively selected mode BA.
  • the reactivation of the operating device 10 after expiration of the inactive phase Ts is in the FIG. 2 symbolized by a return of the status Z from a logical "0" to a logical "1".
  • a switching of the mode BA is caused when the actuation of the selector 60 and generating the selection signal AS with a logical 1 at least during the predetermined minimum time Tmin.
  • a switching of the operating mode BA can also be carried out under other conditions, for example, when a selection signal AS with a predetermined binary or analog coding sequence, for example in the form of "short-long-long” or “short-short-long” or the like.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Mechanical Control Devices (AREA)

Claims (14)

  1. Dispositif (10) de manoeuvre ayant un levier (20) de manoeuvre pour commander un véhicule, notamment pour commander une locomotive ou un engin de traction, le dispositif de manoeuvre ayant un dispositif (50) de commande, qui rend possible un type (BA=0) de fonctionnement, en fonction de la position, et un type (BA=1) de fonctionnement, en fonction du temps, du dispositif de manoeuvre,
    caractérisé en ce que
    - au dispositif de commande est relié un dispositif (60) de sélection, par lequel peut être choisi, côté opérateur, le type de fonctionnement en fonction de la position ou le type de fonctionnement en fonction du temps du dispositif de manoeuvre, et
    - le dispositif de commande est propre à produire, en fonction du type de fonctionnement choisi et de la position du levier de manoeuvre, du côté de la sortie, un signal (ST) de commande, qui indique l'instruction (BF) de manoeuvre du levier de manoeuvre.
  2. Dispositif de manoeuvre suivant la revendication 1,
    caractérisé en ce que
    le dispositif de commande est conformé de manière à rendre inactif le dispositif de manoeuvre pendant un laps (Ts) de temps donné à l'avance, après une inversion du côté de l'opérateur du type de fonctionnement.
  3. Dispositif de manoeuvre suivant la revendication 2,
    caractérisé en ce que
    le dispositif de commande émet, dans le laps de temps donné à l'avance de la mise en inactivité, un signal de commande, qui correspond au signal de commande à l'instant de l'inversion du type de fonctionnement.
  4. Dispositif de manoeuvre suivant l'une des revendications précédentes,
    caractérisé en ce que
    le dispositif de commande est conformé de manière à pouvoir modifier le signal de commande pendant un laps (Ts) de temps donné à l'avance, après une inversion du côté de l'opérateur du type de fonctionnement.
  5. Dispositif de manoeuvre suivant l'une des revendications précédentes,
    caractérisé en ce que
    le dispositif de manoeuvre a un dispositif (80) d'affichage, qui affiche le type (BA) de fonctionnement choisi.
  6. Dispositif de manoeuvre suivant l'une des revendications précédentes,
    caractérisé en ce que
    le dispositif de manoeuvre a un dispositif (80) d'affichage, qui affiche l'instruction (BF) de manoeuvre choisie du dispositif de manoeuvre.
  7. Dispositif de manoeuvre suivant l'une des revendications précédentes,
    caractérisé en ce que
    - un dispositif (40) de mesure d'angle, pour détecter l'angle (α) de réglage du levier de manoeuvre, est en liaison avec le dispositif de commande
    - et le dispositif de commande est propre à produire le signal de commande par la valeur (Dα)) d'angle de réglage détectée du dispositif de mesure d'angle et par le type de fonctionnement choisi du côté de l'opérateur.
  8. Dispositif de manoeuvre suivant l'une des revendications précédentes,
    caractérisé en ce que
    - il est prescrit au levier de manoeuvre, pour chaque instruction de manoeuvre, une plage angulaire de réglage individuelle ou une valeur d'angle de réglage et
    - le dispositif de commande contrôle le type de fonctionnement qui a été choisi et dans quelle plage d'angle de réglage se trouve la valeur de l'angle détecté ou à quelle valeur d'angle de réglage la valeur d'angle de réglage mesuré est identique ou semblable et produit le signal de commande en fonction de la plage d'angle de réglage déterminée ou de la valeur de l'angle de réglage et du type de fonctionnement déterminé.
  9. Dispositif de manoeuvre suivant l'une des revendications précédentes,
    caractérisé en ce que
    le levier de manoeuvre procure une position zéro d'encliquetage et fonctionne en outre sans encliquetage et se maintient automatiquement dans tout le reste de la plage de réglage du levier de manoeuvre.
  10. Dispositif de manoeuvre suivant la revendication 9,
    caractérisé en ce que
    la position zéro d'encliquetage est disposée dans un axe (30) de symétrie de la plage d'angle de réglage.
  11. Véhicule ferroviaire ayant un dispositif de manoeuvre suivant l'une des revendications 1 à 10.
  12. Procédé de production d'un signal (ST) de commande, qui indique une instruction (BF) de manoeuvre d'un levier (20) de manoeuvre, pour commander notamment une locomotive ou un engin de traction, dans lequel on produit, en fonction d'un type (BA) de fonctionnement choisi et de la position du levier de manoeuvre, du côté de la sortie, un signal (ST) de commande, qui indique l'instruction de manoeuvre du levier de manoeuvre,
    caractérisé en ce que
    après une inversion, du côté de l'opérateur, du type de fonctionnement, on rend le dispositif de manoeuvre inactif pendant un laps (Ts) de temps donné à l'avance et, dans le laps de temps donné à l'avance de l'inactivité, on émet un signal de commande, qui correspond au signal de commande à l'instant de l'inversion du type de fonctionnement.
  13. Procédé suivant la revendication 12,
    caractérisé en ce que
    - on mesure l'angle (α) de réglage du levier de manoeuvre et
    - par la valeur D(α)) d'angle mesurée, on produit le signal de commande en tenant compte du type de fonctionnement choisi du côté de l'opérateur.
  14. Procédé suivant la revendication 13,
    caractérisé en ce que
    - il est prescrit au levier de manoeuvre, pour chaque instruction de manoeuvre, une plage angulaire de réglage individuelle ou une valeur d'angle de réglage et
    - on contrôle le type de fonctionnement qui est choisi et dans quelle plage d'angle de réglage se trouve la valeur de l'angle détectée ou avec quelle valeur de l'angle de réglage la valeur de l'angle mesurée est identique ou semblable et, en fonction de la plage d'angle de réglage déterminée ou de la valeur de l'angle de réglage et du type de fonctionnement déterminé, on produit le signal de commande.
EP10723103.7A 2009-06-16 2010-06-02 Ensemble de commande et procédé permettant de le faire fonctionner Active EP2443013B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10723103T PL2443013T3 (pl) 2009-06-16 2010-06-02 Urządzenie obsługowe i sposób jego pracy

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009025552A DE102009025552A1 (de) 2009-06-16 2009-06-16 Bedieneinrichtung und Verfahren zu deren Betrieb
PCT/EP2010/057743 WO2010145943A1 (fr) 2009-06-16 2010-06-02 Ensemble de commande et procédé permettant de le faire fonctionner

Publications (2)

Publication Number Publication Date
EP2443013A1 EP2443013A1 (fr) 2012-04-25
EP2443013B1 true EP2443013B1 (fr) 2017-08-02

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EP10723103.7A Active EP2443013B1 (fr) 2009-06-16 2010-06-02 Ensemble de commande et procédé permettant de le faire fonctionner

Country Status (5)

Country Link
EP (1) EP2443013B1 (fr)
DE (1) DE102009025552A1 (fr)
ES (1) ES2645706T3 (fr)
PL (1) PL2443013T3 (fr)
WO (1) WO2010145943A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018210926A1 (de) * 2018-07-03 2020-01-09 Siemens Aktiengesellschaft Antriebssteuerung eines Schienenfahrzeugs
FR3108085B1 (fr) * 2020-03-10 2022-03-25 Alstom Transp Tech Cabine de pilotage et véhicule de transport public associé
CN115071767B (zh) * 2022-04-24 2023-10-13 中国国家铁路集团有限公司 轨道交通车辆、司机控制器及输出级位控制方法、系统

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Publication number Priority date Publication date Assignee Title
JP3065414B2 (ja) * 1991-12-25 2000-07-17 三信工業株式会社 船舶推進機の遠隔操作装置
DE10144301B4 (de) * 2001-09-10 2004-04-15 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Elektropneumatisches Bremssystem für Schienenfahrzeuge
CN101332869A (zh) * 2003-10-28 2008-12-31 艾姆博里治有限公司 可控螺距船用螺旋桨的控制方法和控制系统
DE102006034125B3 (de) * 2006-07-20 2008-02-21 Bombardier Transportation Gmbh Steuereinrichtung und Verfahren zum Steuern eines Schienenfahrzeuges

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Also Published As

Publication number Publication date
ES2645706T3 (es) 2017-12-07
DE102009025552A1 (de) 2010-12-23
PL2443013T3 (pl) 2018-01-31
EP2443013A1 (fr) 2012-04-25
WO2010145943A1 (fr) 2010-12-23

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