EP2443014B1 - Dispositif de manoeuvre et son procédé de fonctionnement - Google Patents

Dispositif de manoeuvre et son procédé de fonctionnement Download PDF

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Publication number
EP2443014B1
EP2443014B1 EP10723106A EP10723106A EP2443014B1 EP 2443014 B1 EP2443014 B1 EP 2443014B1 EP 10723106 A EP10723106 A EP 10723106A EP 10723106 A EP10723106 A EP 10723106A EP 2443014 B1 EP2443014 B1 EP 2443014B1
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EP
European Patent Office
Prior art keywords
operator control
operator
operating mode
operating
adjustment angle
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
EP10723106A
Other languages
German (de)
English (en)
Other versions
EP2443014A2 (fr
Inventor
Wolfgang Fenz
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
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 Siemens AG filed Critical Siemens AG
Priority to PL10723106T priority Critical patent/PL2443014T3/pl
Publication of EP2443014A2 publication Critical patent/EP2443014A2/fr
Application granted granted Critical
Publication of EP2443014B1 publication Critical patent/EP2443014B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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

Definitions

  • the invention relates to an operating device with a control lever for controlling a vehicle, in particular for controlling a locomotive or a traction vehicle.
  • the EP 0 687 609 A1 describes a control lever, with both the brakes and the drive can be controlled simultaneously depending on its angular position.
  • 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 in previously known control levers, 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 than previous controls.
  • the invention provides that the operating device has a control device which is a force-related operating mode, in which the operator is set a force on the operator side, which is to be applied to the vehicle, and a speed-related mode, set in the operator with the operating lever speed is to reach the vehicle allows, with the control device, a selection device connected to the operating mode or the speed-related operating mode of the operating device operator selectable, and the controller generates a control signal depending on the selected mode and the respective position of the operating lever on the output side indicating the respective operating command of the operating lever.
  • a control device which is a force-related operating mode, in which the operator is set a force on the operator side, which is to be applied to the vehicle, and a speed-related mode, set in the operator with the operating lever speed is to reach the vehicle allows, with the control device, a selection device connected to the operating mode or the speed-related operating mode of the operating device operator selectable, and the controller generates a control signal depending on the selected mode and the respective position of the operating lever on the output side
  • 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, so usually the driver, is possible to control the vehicle either power related or speed related. Such a changeover allows a change in the operating philosophy, without requiring a replacement of the operating lever or other parts would be required.
  • Another significant advantage of the operating device according to the invention is that a switchover is also possible while driving the vehicle and the driver thus depending on the driving situation has the ability to dynamically select that mode or that operating philosophy that best fits the particular 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 if the position of the operating lever is correct or desired, so that it can correct the position of the operating lever within the specified period of time in the event of a deviation; 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 is 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 when an angle measuring device for detecting the adjustment angle of the operating lever is in communication with the control device and the control device is adapted to generate the control signal with the detected angle value of the angle measuring device and the operating mode selected operating mode.
  • 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, moreover, operates detent-free and is self-holding within the entire remaining 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 force-related operating mode and the speed-related operating mode can, for example, be position-dependent and / or time-dependent.
  • 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, among other things, on how long the Control lever remains in a predetermined position: In the time-dependent mode, for example, be provided that 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 in the Position "reduction of driving force" is located. Similarly, the braking force or the vehicle speed can be increased or reduced by adjusting corresponding positions of the operating lever for increasing or decreasing the braking force or the vehicle speed.
  • 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 speed-related operating mode or a force-related operating mode has been selected by the operator, 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 a first embodiment of 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 emits this on the output side. Downstream of the angle device 40 is a control device 50 of the operating device 10.
  • An exemplary embodiment for a speed-related position-dependent mode of operation is described below in connection with FIG. 2 explained.
  • An embodiment of a force-related 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 speed-related or force-related.
  • 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.
  • the operating device 10 can be operated, for example, as follows:
  • the control device 50 determines a control signal ST and outputs it on the output side.
  • the respective operating command BF of the operating lever 20 is displayed or output. Since the operating command BF depends on the respective operating mode, the control signal ST is therefore always also a function of the value of BA; this is in the FIG. 1 indicated accordingly.
  • 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.
  • BA position-dependent mode
  • each angular value ⁇ is assigned a speed value v ( ⁇ ), so that by pivoting the operating lever 20, the speed can be adjusted.
  • the resulting force-related 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 determined by the respective displacement angle ⁇ within the adjustment angle range ⁇ 7. 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. However, if the selector 60 is activated and a selection signal with a logical "1" is generated, this does not directly result in a change in the 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.
  • switching of the operating mode BA can also take place under other conditions, for example when a selection signal AS with a predetermined binary or analog coding sequence is generated, for example in the form "short-long-long” or “short-short-long” or like.
  • FIG. 5 one sees a second embodiment of an operating device; this is designated by the reference numeral 10 '.
  • the operating device 10 ' also has an operating lever 20, which is held pivotably within a swivel angle range or adjustment range ⁇ and can assume an arbitrary displacement angle ⁇ within the adjustment range ⁇ .
  • the set driving force or the set braking force thus depends on how long the operating lever 20 is in the driving force changing or braking force changing adjustment range ⁇ 1, ⁇ 3, ⁇ 4 and ⁇ 6.
  • the driving force or the braking force remains unchanged or constant at their respective value.
  • the activation of a new operating mode after switching the operating mode BA ' preferably takes place only after an inactive phase Ts (cf. FIG. 7 ).
  • Ts inactive phase
  • the switching of the operating mode BA ' can also take place under other conditions, for example if a selection signal AS is generated with a predetermined binary or analog coding sequence, for example in the form of "short-long-long” or "short-short-long” or similar.
  • the operating device 10 is equipped with an operating lever 20, which is held pivotably within a swivel angle range or adjustment range ⁇ and can assume an arbitrary displacement angle ⁇ within the adjustment range ⁇ .
  • the activation of a new operating mode after switching the operating mode preferably takes place only after an inactive phase Ts and preferably only when the selection device 60 is actuated and the selection signal AS is generated with a logical 1 for at least a predetermined minimum time Tmin (cf. Fig. 9 ).
  • the mode of operation BA can also be switched under other conditions, for example when a selection signal AS with a predetermined binary or analog coding sequence is generated, for example in the form" short-long-long "or" short-short-long " or similar.

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  • 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, 10', 10") de manoeuvre ayant un levier (20) de manoeuvre pour la commande d'un véhicule, notamment pour la commande d'une locomotive ou d'un véhicule de traction,
    caractérisé en ce que
    - le dispositif de manoeuvre a un dispositif (50) de commande, qui rend possible
    - un type de fonctionnement rapporté à la force, dans lequel il est réglé, par le levier de manoeuvre du côté de l'opérateur, une force, qui doit être appliquée au véhicule, et
    - un type de fonctionnement rapporté à la vitesse, dans lequel il est réglé, par le levier de manoeuvre du côté de l'opérateur, la vitesse que le véhicule doit atteindre,
    - au dispositif de commande est relié un dispositif (60) de sélection, par lequel le type de fonctionnement rapporté à la force ou le type de fonctionnement rapporté à la vitesse du dispositif de manoeuvre peut être choisi du côté de l'opérateur, et
    - le dispositif de commande produit, en fonction du type (BA) de fonctionnement sélectionné et de la position respective du levier de manoeuvre, du côté de la sortie un signal (ST) de commande, qui indique l'instruction de manoeuvre respective du levier de manoeuvre.
  2. Dispositif de manoeuvre suivant la revendication 1,
    caractérisé en ce que
    le dispositif de commande est tel que, après une inversion du côté de l'opérateur du type de fonctionnement, le dispositif de manoeuvre devient inactif pendant un laps (Ts) de temps prescrit.
  3. Dispositif de manoeuvre suivant la revendication 2,
    caractérisé en ce que
    le dispositif de commande émet, dans le laps de temps prescrit de l'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 tel que, après une inversion du côté de l'opérateur du type de fonctionnement, il laisse inchangé le signal de commande pendant un laps (Ts) de temps prescrit.
  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 indique le type (BA) de fonctionnement sélectionné respectivement.
  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 indique au dispositif de manoeuvre l'instruction (BF) de manoeuvre sélectionnée respectivement.
  7. Dispositif de manoeuvre suivant l'une des revendications précédentes,
    caractérisé en ce que
    - un dispositif (40) de mesure des angles pour la détection de 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 (D(α)) d'angle de réglage détecté du dispositif de mesure des angles et par le type de fonctionnement sélectionné 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, respectivement une plage d'angle de réglage individuelle ou une valeur d'angle de réglage et
    - le dispositif de commande vérifie le type de fonctionnement qui a été choisi et dans quelle plage d'angle de réglage se trouve la valeur d'angle détectée ou à quelle valeur d'angle de réglage prescrite la valeur d'angle est identique ou semblable et produit le signal de commande, en fonction de la plage d'angle de réglage déterminée ou de la valeur d'angle de réglage déterminée, ainsi qu'en fonction 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 de zéro encliquetable et fonctionne, en outre, sans encliquetage et se maintient de soi-même 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 de zéro encliquetable est disposée dans un axe de symétrie de la plage d'angle de réglage.
  11. Dispositif de manoeuvre suivant l'une des revendications précédentes,
    caractérisé en ce que
    le type de fonctionnement rapporté à la force et/ou le type de fonctionnement rapporté à la vitesse sont réalisés en fonction de la position et/ou en fonction du temps.
  12. Véhicule ferroviaire ayant un dispositif de manoeuvre suivant l'une des revendications 1 à 11.
  13. Procédé de production d'un signal (St) de commande, qui indique une instruction (BF) de manoeuvre d'un levier (20) de manoeuvre, notamment pour la commande d'une locomotive ou d'un véhicule de traction, dans lequel
    - on vérifie si un type de fonctionnement rapporté à la vitesse ou un type de fonctionnement rapporté à la force a été choisi du côté de l'opérateur, et
    - en fonction du type de fonctionnement sélectionné et de la position respective du levier de manoeuvre, on produit du côté de la sortie un signal de commande, qui indique l'instruction de manoeuvre respective 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 prescrit et, pendant le laps de temps prescrit 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.
  14. Procédé suivant la revendication 13
    caractérisé en ce que
    - on prescrit au levier de manoeuvre, pour chaque instruction de manoeuvre individuellement au type de fonctionnement respectivement, une plage d'angle de réglage individuelle ou une valeur d'angle de réglage,
    - on mesure l'angle de réglage du levier de manoeuvre et
    - on vérifie le type de fonctionnement qui est choisi et dans quelle plage d'angle de réglage se trouve la valeur d'angle détectée ou à quelle valeur d'angle de réglage la valeur d'angle mesurée est identique ou semblable et on produit le signal de commande, en fonction de la plage d'angle de réglage déterminée ou de la valeur d'angle de réglage, ainsi qu'en fonction du type de fonctionnement.
EP10723106A 2009-06-16 2010-06-03 Dispositif de manoeuvre et son procédé de fonctionnement Active EP2443014B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10723106T PL2443014T3 (pl) 2009-06-16 2010-06-03 Urządzenie obsługujące, zwłaszcza do sterowania lokomotywą lub pojazdem trakcyjnym i sposób jego działania

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009025553A DE102009025553A1 (de) 2009-06-16 2009-06-16 Bedieneinrichtung und Verfahren zu deren Betrieb
PCT/EP2010/057767 WO2010145949A2 (fr) 2009-06-16 2010-06-03 Dispositif de manoeuvre et son procédé de fonctionnement

Publications (2)

Publication Number Publication Date
EP2443014A2 EP2443014A2 (fr) 2012-04-25
EP2443014B1 true EP2443014B1 (fr) 2013-04-03

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EP10723106A Active EP2443014B1 (fr) 2009-06-16 2010-06-03 Dispositif de manoeuvre et son procédé de fonctionnement

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EP (1) EP2443014B1 (fr)
DE (1) DE102009025553A1 (fr)
PL (1) PL2443014T3 (fr)
WO (1) WO2010145949A2 (fr)

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Publication number Priority date Publication date Assignee Title
CN102649436B (zh) * 2012-05-29 2014-10-22 南车株洲电力机车有限公司 一种电力机车调车控制方法、装置及系统
FR3057526B1 (fr) * 2016-10-17 2018-12-07 Alstom Transport Technologies Dispositif de commande de traction / freinage pour vehicule ferroviaire, a fiabilite amelioree
DE102018115613A1 (de) 2018-06-28 2020-01-02 Bombardier Transportation Gmbh Triebfahrzeug und Fahrzeugverbund und Verfahren zum Betrieb eines Triebfahrzeugs und Fahrzeugverbunds
DE102018210926A1 (de) * 2018-07-03 2020-01-09 Siemens Aktiengesellschaft Antriebssteuerung eines Schienenfahrzeugs
FR3085929B1 (fr) * 2018-09-14 2020-12-04 Alstom Transp Tech Dispositif precis de controle de vitesse de vehicule ferroviaire
DE102019134583A1 (de) * 2019-12-16 2021-06-17 Bombardier Transportation Gmbh Verfahren zur assistenz bei der steuerung einer geschwindigkeit eines schienenfahrzeugs, verfahren zum assistierten steuern einer geschwindigkeit eines schienenfahrzeugs und zugehöriges schienenfahrzeug
CN114063277B (zh) * 2021-11-25 2022-11-18 广州市华粤行医疗科技有限公司 一种用于显微操作的控制装置及方法

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Publication number Priority date Publication date Assignee Title
FR2720993B1 (fr) * 1994-06-14 1996-07-19 Gec Alsthom Transport Sa Dispositif de commande de la traction ou du freinage d'un véhicule, notamment ferroviaire et son procédé de mise en Óoeuvre.
GB0222044D0 (en) * 2002-09-23 2002-10-30 Bombardier Transp Gmbh Drive controller for a rail vehicle
DE102006034125B3 (de) * 2006-07-20 2008-02-21 Bombardier Transportation Gmbh Steuereinrichtung und Verfahren zum Steuern eines Schienenfahrzeuges

Also Published As

Publication number Publication date
WO2010145949A3 (fr) 2011-07-07
PL2443014T3 (pl) 2013-09-30
WO2010145949A2 (fr) 2010-12-23
EP2443014A2 (fr) 2012-04-25
DE102009025553A1 (de) 2010-12-23

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