EP3197734A1 - Procédé de commande d'un système de freinage et système de freinage - Google Patents

Procédé de commande d'un système de freinage et système de freinage

Info

Publication number
EP3197734A1
EP3197734A1 EP15771882.6A EP15771882A EP3197734A1 EP 3197734 A1 EP3197734 A1 EP 3197734A1 EP 15771882 A EP15771882 A EP 15771882A EP 3197734 A1 EP3197734 A1 EP 3197734A1
Authority
EP
European Patent Office
Prior art keywords
braking
braking device
activated
rail vehicle
bogie
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.)
Withdrawn
Application number
EP15771882.6A
Other languages
German (de)
English (en)
Inventor
Josef Poisinger
Robert Benes
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3197734A1 publication Critical patent/EP3197734A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B60T17/18—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

Definitions

  • the invention relates to a method for controlling a braking device of a
  • electro-hydraulic brake devices which can be activated in particular for (additional) braking while driving the rail vehicle. It is also known to activate these electro-hydraulic brakes in a holding brake mode, but so far in the
  • Holding brake operating state all present in the rail vehicle electro-hydraulic braking devices are activated.
  • WO 2007/096213 A1 discloses a method for braking a rail vehicle which has at least two individually controllable brake systems, in particular at least one electrical and at least one mechanical brake system.
  • the braking systems are controlled depending on their availability. In this case, it is provided that the mass of the rail vehicle to be braked and, for each brake system, the currently available braking forces are determined. Also, the currently required braking force is determined. The braking force is then under
  • Management function distributed to the brake systems by the management function controls the brakes individually or in combination.
  • the procedure concerns
  • WO 2013/034734 A2 discloses a brake control device for a brake system of a rail vehicle, which is designed to determine a load of at least one operated during the braking operation Reibbrems worn during a braking operation. Next, the brake control device is to designed to store wear data in a memory device, which are based on the determined load.
  • the publication discloses that single or multiple friction brake devices can be controlled to optimize wear. This in turn relates exclusively to braking while driving the rail vehicle.
  • WO 2013/034731 A2 teaches a brake system for a rail vehicle with at least one dynamic braking device, at least one further braking device and a control device.
  • the control device is designed, based on delay data, which represents a total deceleration of the rail vehicle, driving resistance data, which a
  • Tilt sensors used to determine the driving resistance. Again, the invention relates exclusively to the braking while driving the rail vehicle.
  • EP 0363827 A2 discloses a track-bound bogie vehicle with
  • electrohydraulic brake and hydro-pneumatic, level-regulating suspension discloses that in each case an electro-hydraulic brake for a bogie of a bogie vehicle can be provided.
  • DE 19848992 A1 discloses a brake system for a rail vehicle. Further disclosed is a local brake control unit, which may be placed in the bogie or on the car body in the bogie in the axle-wise and / or bogie-wise manner.
  • Proposed is a method for controlling a brake device of
  • the brake device can also be referred to as a brake system.
  • the braking device comprises a predetermined number of braking devices.
  • a braking device denotes a device by means of which a braking force or a braking torque can be exerted directly or indirectly on at least one rotatable wheel of the rail vehicle.
  • the braking device may in this case be a non-dynamic braking device, in particular a friction brake device.
  • the braking device can be a pneumatic, electropneumatic, electrohydraulic or hydraulic
  • the braking devices are electro-hydraulic braking devices.
  • the braking device can also be used as a pressure-operated
  • Braking device or classified as semi-braking device or designated.
  • the rail vehicle may additionally have further, dynamic brake devices, for example electrodynamic brake devices, eddy current brake devices and / or hydrodynamic brake devices.
  • dynamic brake devices for example electrodynamic brake devices, eddy current brake devices and / or hydrodynamic brake devices.
  • the non-dynamic braking devices may, for example, a
  • the predetermined number of braking devices is greater than one.
  • the predetermined number may be three.
  • a first number of braking devices of the braking device is activated in a first holding brake operating state, the first number being smaller than the predetermined number, that is to say the number of braking devices of the braking device. This means that one or more, but not all, braking devices of the braking device are activated in the first holding brake operating state.
  • a Garbremsbetnebsschreib here denotes a braking operation state of the rail vehicle at a standstill of the rail vehicle or
  • a holding brake force or a holding braking torque is applied to at least one rotatable wheel of the rail vehicle, wherein the holding brake force or the
  • Holding brake torque is selected such that a locomotion of the rail vehicle from standstill is prevented.
  • Activation here means that by a braking device, a braking force / a braking torque, which is greater than zero, is exerted on at least one rotatable wheel of the rail vehicle (activated state).
  • the amount of braking force / braking torque can be adjusted.
  • a maximum available braking torque / a maximum available braking force is exerted by the braking device during activation.
  • At least one further or several further holding brake operating state / states may exist, wherein in a further holding brake operating state a further number of braking devices is activated, the further number being different from the first number, in particular greater than the first number.
  • the rail vehicle has at least one drive bogie and at least one drive bogie braking device arranged on the drive bogie.
  • the drive bogie braking device can in this case exert a braking force / a braking torque on at least one rotatable wheel of the drive bogie.
  • the rail vehicle can have at least one running bogie and at least one running bogie braking device arranged on the running bogie.
  • Running bogie braking device may in this case exert a braking force / a braking torque on at least one rotatable wheel of the running bogie.
  • a drive bogie also have a dynamic braking device, which can also exert a braking force / a braking torque on at least one rotatable wheel of the drive bogie.
  • At least or exactly one running bogie braking device can be activated.
  • At least one or exactly one drive bogie braking device can be activated.
  • Braking devices must be activated in the first holding brake operating condition. Non-activated braking devices are subject in this case advantageously less wear, thereby reducing maintenance costs for the rail vehicle.
  • an energy requirement for producing the holding brake operating state can also be reduced in an advantageous manner.
  • only one of the existing brake devices is activated in the first holding brake operating state.
  • wear is minimized in an advantageous manner.
  • exactly one running bogie braking device or exactly one drive bogie braking device can be activated.
  • the rail vehicle comprises at least one running bogie braking device and at least one drive bogie braking device, then in the first
  • Holding brake operating state to be activated at least one running bogie braking device, wherein the at least one drive bogie braking device is deactivated. In a further holding brake operating state, both the at least one
  • Running bogie braking device and the at least one drive bogie braking device be activated.
  • a reverse constellation is conceivable, wherein in the first holding brake operating state, the at least one
  • the first holding brake operating condition is activated if an inclination of the rail vehicle is less than or equal to a predetermined inclination.
  • the predetermined inclination may be, for example, 3% o.
  • the inclination here can be a maximum inclination of the rail vehicle or of the track on which the rail vehicle is located, opposite to the
  • the inclination can be given for example in the form of an inclination angle.
  • Horizontal can refer to a plane that is orthogonal to the direction of the perpendicular or to the direction of a weight force.
  • a tilt-dependent activation of one or more braking devices at standstill of the vehicle is described.
  • the inclination can, for example, by at least one corresponding
  • Detection device such as a tilt sensor, are detected.
  • a braking force / a braking torque can be selected depending on the inclination of the rail vehicle.
  • Braking devices are activated in the holding brake operating state. As a result, an operational safety of the rail vehicle is ensured or increased in an advantageous manner.
  • Braking device (s) is exercised to be increased, in particular tilt-dependent increased.
  • a further holding brake operating condition is activated if an inclination of the rail vehicle is greater than the predetermined inclination.
  • at least one further, in particular non-dynamic, braking device can be activated.
  • a number of activated braking devices can thus be greater than the number of braking devices activated in the first holding brake operating state.
  • higher braking force / higher braking torque can be exercised.
  • the Height of the braking force / the braking torque which is exerted by at least one of the activated braking devices, are increased, in particular be increased depending on inclination.
  • various holding brake operating conditions are selected and produced, these holding brake operating states are respectively selected such that with increasing inclination an increasing number of braking devices are activated in the respective holding brake operating conditions. This can do that
  • Rail vehicle be braked in an advantageous manner even when stationary on inclined rails.
  • a further holding brake operating state is activated if a rotational speed of at least one rotatable wheel of the rail vehicle is greater than a predetermined rotational speed, in particular greater than zero.
  • a further holding brake operating state can be activated if the rotational speed is greater than the predetermined rotational speed and the first
  • Holding brake operating state is already activated.
  • the detection and evaluation of the rotational speed can serve as a safeguard for sufficient holding braking by the braking device (s) activated in the first holding brake operating state. If a speed that is greater than the predetermined speed is detected, it can be assumed that the rail vehicle is moving, ie not in the
  • holding brake operating states can be selected as a function of the rotational speed such that an increasing number of brake devices, in particular non-dynamic brake devices, is activated as the rotational speed increases.
  • Holding brake operating mode activated braking device a braking device that was activated in a previous driving brake operation. If, for example, by a braking device, the above-described additional brake function performed while driving the rail vehicle, so this braking device can be activated during or after reaching standstill in the then selected holding brake operating state, ie in particular remain activated.
  • the driving brake operation may designate an operation that was performed immediately before the vehicle is at a standstill and, for example, led to the standstill being reached.
  • different brake devices are activated in the same holding brake operating states that follow one another in time. Same
  • Holding brake operating states hereby designate holding brake operating states of the same type, for example first holding brake operating states.
  • Holding brake operating states for example, the same number of braking devices may be activated, but not necessarily the same braking devices must be activated.
  • Holding brake operating states for example, by a driving operation temporally separated from each other, so be interrupted. For example, in a first holding brake operating state in a first holding brake time interval, a first
  • a driving operation of the rail vehicle can be performed.
  • the first holding brake operating state can be established for a further holding brake time interval, but in this further
  • a wear can be distributed evenly or evenly as possible to all existing braking devices in an advantageous manner.
  • a braking device of a rail vehicle which may also be referred to as a brake system.
  • the braking device comprises a predetermined number of braking devices.
  • a first number of braking devices in a first holding brake operating state, can be activated which is smaller than the predetermined number of
  • the brake device may include a brake control device, for example a brake control device, which has a desired
  • Hold Brake mode selects and a corresponding number of
  • Braking devices activated.
  • a braking force / a braking torque can be adjusted by the brake control device.
  • Braking device is executable.
  • the rail vehicle may comprise a braking device according to one of the previously explained embodiments.
  • the rail vehicle has at least one
  • the rail vehicle has at least one running bogie and at least one arranged on the running bogie
  • Running bogie braking device or at least one drive bogie braking device be activated.
  • the remaining brake devices can be deactivated.
  • both the at least one running bogie braking device, for example all Running bogie braking devices, as well as the at least one drive bogie braking device be activated.
  • Holding brake operating state preferably at least one or exactly one
  • the braking device comprises at least one inclination determination device, for example an inclination sensor.
  • Tilt sensor serves to detect a tilt of the rail vehicle. Furthermore, the first holding brake operating state, in particular when the rail vehicle is stationary, can be activated if an inclination of the rail vehicle is less than or equal to a predetermined inclination.
  • a holding brake operating condition may be additionally activated in response to other operating conditions, for example if a signal to activate a holding brake operation, e.g. at standstill of the vehicle is generated.
  • the generation of the activation signal can in this case for example by a
  • a further holding brake operating state can be activated, if one
  • Inclination of the rail vehicle is greater than the predetermined inclination.
  • the braking device comprises at least one speed determination device for determining a rotational speed of a rotatable wheel of the rail vehicle. Furthermore, a further holding brake operating state can be activated if the rotational speed is greater than a predetermined rotational speed. In particular, the further holding brake operating state can be activated if the first
  • Holding brake operating state is activated and the speed greater than the predetermined Speed is. If the further holding brake operating state is activated, then the first holding brake operating state is deactivated.
  • Rail vehicle as well as a holding brake operating state is monitored with a small number of activated braking devices and optionally additional braking devices can be activated.
  • FIGURE shows a schematic block diagram of a brake device according to the invention.
  • Fig. 1 is a schematic block diagram of a braking device 1 is shown.
  • the brake device 1 comprises a brake control unit 2
  • Braking device 1 a first drive bogie braking device 3, a second
  • first drive bogie braking device 3 wheels of a first drive bogie 6 braked. Accordingly, wheels (not shown) of a second drive bogie 7 and wheels (not shown) of a bogie 8 (not shown) can be braked by the second drive bogie brake device 4.
  • the corresponding braking devices 3, 4, 5 a are not shown wheels of a first drive bogie 6 braked. Accordingly, wheels (not shown) of a second drive bogie 7 and wheels (not shown) of a bogie 8 (not shown) can be braked by the second drive bogie brake device 4.
  • the braking devices 3, 4, 5 are in particular designed as electrohydraulic braking devices.
  • the first drive bogie 6 comprises a first speed sensor 9 and a second speed sensor 10, the rotational speeds of the rotatable wheels of the first drive bogie 6 detect.
  • the second drive bogie 7 includes a first speed sensor 1 1 and a second speed sensor 12 for detecting a rotational speed of rotatable wheels of the second drive bogie 7. Also the
  • Running bogie 8 includes a first speed sensor 13 and a second
  • Speed sensor 14 for detecting a rotational speed of rotatable wheels of
  • Braking device 3, 4, 5 are data and / or signaling technology connected to the brake control unit 2. It is further shown that the brake device 1 includes a tilt sensor 15, which also data and / or signaling technology with the brake control unit. 2 connected is. Also shown is a further communication interface 16, which is connected to the brake control unit 2 by data and / or signaling. For example, an emergency stop signal, a danger brake signal or a safety brake signal as well as an ED brake OK signal, which is a
  • Functioning of the electrodynamic braking device represents, for
  • Brake control unit 2 are transmitted.
  • Such an activation signal can be generated, for example, automatically or by a rail vehicle driver.
  • the brake control unit 2 can evaluate the inclination of the rail vehicle detected by the inclination sensor 15. If this is less than or equal to a first predetermined inclination, then the brake control unit 2 activates the running bogie braking device 5, wherein the drive bogie braking devices 3, 4 are deactivated.
  • Brake control unit all braking devices 3, 4, 5.
  • the brake control unit 2 only the drive bogie braking device 3 of the first
  • Drive bogie 6 and the running bogie braking device 5 is activated if the inclination is greater than the first predetermined inclination, but less than or equal to a predetermined further inclination.
  • all the braking devices 3, 4, 5 can be activated if the inclination is greater than this further predetermined inclination.
  • the brake control device 2 can evaluate the rotational speeds detected by the rotational speed sensors 9, 10, 11, 12, 13, 14. Is one or more speeds greater than a predetermined speed value, for example, greater than zero, the brake control unit 2 can be additional
  • Brake devices for example, the drive bogie braking device 3 of the first drive bogie 6 and / or the drive bogie braking device 4 of the further drive bogie 7 activate.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé de commande d'un système de freinage (1) d'un véhicule ferroviaire, le système de freinage (1) comprenant un nombre prédéfini de dispositifs de freinage (3, 4, 5), un premier nombre de dispositifs de freinage (3, 4, 5) étant activé dans un premier régime de freinage d'arrêt, ce nombre étant inférieur au nombre prédéfini de dispositifs de freinage (3, 4, 5). L'invention concerne en outre un système de freinage d'un véhicule ferroviaire.
EP15771882.6A 2014-09-23 2015-09-21 Procédé de commande d'un système de freinage et système de freinage Withdrawn EP3197734A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014219121.1A DE102014219121A1 (de) 2014-09-23 2014-09-23 Verfahren zur Steuerung einer Bremsvorrichtung und Bremsvorrichtung
PCT/EP2015/071537 WO2016046102A1 (fr) 2014-09-23 2015-09-21 Procédé de commande d'un système de freinage et système de freinage

Publications (1)

Publication Number Publication Date
EP3197734A1 true EP3197734A1 (fr) 2017-08-02

Family

ID=54238399

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15771882.6A Withdrawn EP3197734A1 (fr) 2014-09-23 2015-09-21 Procédé de commande d'un système de freinage et système de freinage

Country Status (3)

Country Link
EP (1) EP3197734A1 (fr)
DE (1) DE102014219121A1 (fr)
WO (1) WO2016046102A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018115613A1 (de) * 2018-06-28 2020-01-02 Bombardier Transportation Gmbh Triebfahrzeug und Fahrzeugverbund und Verfahren zum Betrieb eines Triebfahrzeugs und Fahrzeugverbunds
CN110758360B (zh) * 2019-10-25 2020-09-08 中车青岛四方机车车辆股份有限公司 一种列车制动控制方法及装置

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3506141A1 (de) * 1985-02-22 1986-08-28 Knorr-Bremse AG, 8000 München Druckluftbremse fuer schienenfahrzeug-zuege
DE3833922A1 (de) 1988-10-05 1990-04-12 Knorr Bremse Ag Drehgestellfahrzeug mit elektrohydraulischer bremse und hydropneumatischer abfederung
DE19848992A1 (de) 1998-10-23 2000-05-04 Knorr Bremse Systeme Bremssystem für ein Schienenfahrzeug
DE102006011963B3 (de) 2006-02-23 2007-08-30 Siemens Ag Verfahren zum Bremsen eines Schienenfahrzeuges
DE102008018873A1 (de) * 2008-04-14 2009-10-15 Bombardier Transportation Gmbh Steuerung für ein Fahrzeug
US8744652B1 (en) * 2010-12-10 2014-06-03 Cybertran International Inc. Method and apparatus for controlled braking in fixed guideway transportation systems
DE102011113025A1 (de) 2011-09-09 2013-03-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Bremssteuereinrichtung für eine Bremsanlage eines Schienenfahrzeugs, Bremsanlage, Schienenfahrzeug und Verfahren zum Betreiben einer Bremssteuereinrichtung
DE102011113120B4 (de) * 2011-09-09 2020-03-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Bremssteuereinrichtung für eine Bremsanlage eines Schienenfahrzeugs, Bremsanlage, Schienenfahrzeug sowie Verfahren zum Steuern einer Bremsanlage
DE102011113086B4 (de) 2011-09-09 2021-03-18 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Bremskrafterfassung für dynamische Bremsen eines Schienenfahrzeugs
DE102011113083A1 (de) * 2011-09-09 2013-03-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Bremssteuereinrichtung für eine Bremsanlage eines Schienenfahrzeuges, Bremsanlage, Schienenfahrzeug und Verfahren zum Durchführen einer Funktionsdiagnose
AT513194B1 (de) * 2012-06-26 2014-05-15 Siemens Ag Oesterreich Bremssystem für ein Schienenfahrzeug und Schienenfahrzeug mit derartigem Bremssystem

Also Published As

Publication number Publication date
DE102014219121A1 (de) 2016-03-24
WO2016046102A1 (fr) 2016-03-31

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