EP3309037B1 - Traction/braking control device for a railway vehicle, with improved reliability - Google Patents

Traction/braking control device for a railway vehicle, with improved reliability Download PDF

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Publication number
EP3309037B1
EP3309037B1 EP17196939.7A EP17196939A EP3309037B1 EP 3309037 B1 EP3309037 B1 EP 3309037B1 EP 17196939 A EP17196939 A EP 17196939A EP 3309037 B1 EP3309037 B1 EP 3309037B1
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EP
European Patent Office
Prior art keywords
angular
zone
control device
manipulator
emergency braking
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EP17196939.7A
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German (de)
French (fr)
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EP3309037A1 (en
Inventor
Denis Miglianico
Antoine DEQUIDT
François LOUVEAU
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 Transport Technologies SAS
Universite Polytechnique Hauts de France
Original Assignee
Universite de Valenciennes et du Hainaut Cambresis
Alstom Transport Technologies SAS
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Priority to PL17196939T priority Critical patent/PL3309037T3/en
Publication of EP3309037A1 publication Critical patent/EP3309037A1/en
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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

Definitions

  • the present invention relates to a traction / braking control device for a railway vehicle.
  • the rail vehicle is any type of vehicle capable of running on a railway, for example a tram, a metro, a regional train, a high speed train, etc.
  • the railway vehicle is driven by various equipment, in particular a traction / braking control device for vehicle driving means.
  • a control device comprising a manipulator angularly movable relative to a reference position, in an angular zone of traction and an angular zone of service braking, situated on either side of the reference position, and in a zone emergency braking angle located beyond the angular service braking zone.
  • the manipulator generally has the form of a handle that can be actuated by the driver of the vehicle.
  • the device controls the vehicle engines, operating in traction, to generate a traction force proportional to the angular position of the manipulator, between the reference position, corresponding to zero force, and an extreme position, corresponding to maximum effort.
  • the device controls the vehicle braking means. For example, in a first part of the angular service braking zone, the device controls electrical braking means of the vehicle, for moderate braking of the vehicle, and in a second part of the angular service braking zone, the device controls combined braking of the electric braking means and mechanical braking means, in order to comply with the requested braking instruction.
  • the device controls an emergency braking device, essentially mechanical, for a very significant braking force of the vehicle, in order to stop it over a distance the as short as possible.
  • the passage of the manipulator from the angular service braking area to the angular emergency braking area is generally done by overcoming a hard point.
  • the emergency braking device can be activated unexpectedly.
  • An example of failure consists of a failure of said hard point, implying the possibility of an accidental passage of the manipulator in the angular zone of emergency braking.
  • EP 2,712,783 describes another example of a traction / braking control device.
  • the object of the invention is in particular to remedy the aforementioned drawback, by proposing a control device whose reliability is improved.
  • the subject of the invention is in particular a traction / braking control device for a rail vehicle, according to claim 1.
  • the invention thus proposes a redundancy between the mechanical means and the electronic means, making it possible in particular to preserve the differentiation between the angular zone of service braking and the angular zone of emergency braking, even in the event of failure of one or the other between mechanical and electronic means.
  • the invention also relates to a railway vehicle, comprising traction means, braking means and an emergency braking device, characterized in that it comprises a traction / braking control device as defined above, controlling the traction means, the braking means and the emergency braking device according to the position of the manipulator.
  • a traction / braking control device 10 for a rail vehicle there is shown, in the figures, a traction / braking control device 10 for a rail vehicle, according to an exemplary embodiment of the invention.
  • the control device 10 comprises a frame 11 which is intended to be integral with a dashboard located in a driver's cab of the rail vehicle.
  • the frame 11 carries a manipulator 12, actuable by a driver of the railway vehicle, angularly movable around a pivot axis X, relative to a reference position, in which the manipulator 12 extends in a reference direction A.
  • the manipulator 12 is integral in rotation, about the pivot axis X, with a shaft 14 extending along this pivot axis X.
  • the manipulator 12 is movable over a stroke divided into respective angular zones, and more particularly into a neutral zone Z0 around the reference direction A, an angular zone of traction Z1 and an angular zone of service braking Z2, situated on either side on the other side of the neutral zone Z0, and an angular zone of emergency braking Z3 situated beyond the angular zone of service braking Z2.
  • the race does not include a neutral zone.
  • the neutral zone Z0 extends for example between an angle of + 5 ° and an angle of -5 ° with the reference direction A. No action is triggered as long as the manipulator 12 is in the neutral zone Z0.
  • the angular zone of traction Z1 extends for example between an angle of + 5 ° and an angle of + 44 ° with the reference direction A.
  • the movement of the manipulator 12 allows the motors to be controlled operating in traction of the vehicle and the generation of a traction force proportional to the angular position of the manipulator 12, the maximum of the traction force being controlled when the manipulator 12 is in the maximum position, here + 44 °.
  • the angular service braking zone Z2 extends for example between an angle of -5 ° and an angle of -44 ° with the reference direction A.
  • the movement of the manipulator 12 allows the progressive control of braking means of the rail vehicle, for example electrical and / or mechanical braking means.
  • the angular zone of emergency braking Z3 extends for example between an angle of -44 ° and an angle of -54 ° with the reference direction A.
  • the movement of the manipulator allows the control of an emergency braking device of the vehicle, implying a braking force large enough to stop the vehicle for the shortest distance possible.
  • the control device 10 comprises mechanical means 16 for activating the emergency braking device, as a function of the angular position of the shaft 14, when the manipulator 12 is in the angular zone of emergency braking Z3.
  • the mechanical means 16 comprise at least one cam 18 integral in rotation with the shaft 14 around the pivot axis.
  • the mechanical means 16 comprise two cams 18.
  • the mechanical means 16 comprise, for each cam 18, a switch 20 cooperating with this cam 18.
  • the switch 20 is movable between a first rest position and a second active position.
  • Switch 20 is actuated by the corresponding cam 18 between the first and second position as a function of the angular position of the shaft 14. More particularly, the switch 20 is in the second position when the manipulator 12 is in the angular zone of emergency braking Z3 . In other words, the passage of the switch 20 in its second position generates a control signal intended for an emergency braking device.
  • each cam 18 has a notch 22 cooperating with the corresponding switch 20 when the manipulator 12 is in the angular zone of emergency braking Z3.
  • the notches 22 of the different cams 18 are angularly offset, in order to allow progressive activation of the braking.
  • a first notch cooperates with a first switch activating the braking means
  • a second notch cooperates with a second switch activating the emergency braking device.
  • the control device 10 also comprises electronic means 24 for activating the emergency braking device, as a function of the angular position of the shaft 14, when the manipulator 12 is in the angular zone of emergency braking Z3 .
  • the electronic activation means 24 comprise an encoder 26, linked to the shaft 14, and capable of emitting a detection signal corresponding to the angular position of the shaft 14 around the pivot axis X relative to the position reference.
  • the encoder 26 is capable of delivering a detection signal corresponding to the instantaneous angular position of the shaft 14 relative to the reference position.
  • the encoder 26 can be of any known type, preferably of the Hall effect electromagnetic type.
  • the control device comprises processing means 28, capable of generating control signals as a function of the detection signal received from the encoder 26.
  • the processing means 28 trigger the sending a control signal to the emergency braking device.
  • the processing means 28 trigger the sending of a control signal intended for the means of traction. It will be recalled that the controlled traction is proportional to the angular position detected.
  • the processing means 28 trigger the sending of a control signal intended for the braking means .
  • the controlled braking is proportional to the angular position detected.
  • the processing means 28 are suitable for executing the instructions of a feedback algorithm in order to generate, from the detection signal sent at the output of the encoder 26, a feedback signal.
  • the control device 10 then also includes a haptic system 30, comprising a servomotor assembly 32, coupled to the shaft 14 and suitable for generating a torque on the shaft 14, and instruction means 34, suitable for transmitting a signal of force reference to the servomotor 32, as a function of the feedback signal received from the processing means 28.
  • a haptic system 30 comprising a servomotor assembly 32, coupled to the shaft 14 and suitable for generating a torque on the shaft 14, and instruction means 34, suitable for transmitting a signal of force reference to the servomotor 32, as a function of the feedback signal received from the processing means 28.
  • the haptic system 30 is configured to generate a significant torque when the manipulator 12 is between the angular zone of service braking Z2 and the angular zone of emergency braking Z3, so as to form a hard point to be overcome for the passage through the angular zone of emergency braking Z3.
  • such a hard point is formed by a part of the cam 18.
  • control device 10 allows emergency braking even in the event of failure of the switch 20 or of the haptic system 30.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Manipulator (AREA)
  • Braking Arrangements (AREA)
  • Regulating Braking Force (AREA)

Description

La présente invention concerne un dispositif de commande de traction/freinage pour véhicule ferroviaire.The present invention relates to a traction / braking control device for a railway vehicle.

Le véhicule ferroviaire est tout type de véhicule susceptible de circuler sur une voie ferrée, par exemple un tramway, un métro, un train régional, un train à grande vitesse, etc.The rail vehicle is any type of vehicle capable of running on a railway, for example a tram, a metro, a regional train, a high speed train, etc.

La conduite du véhicule ferroviaire est assurée au moyen de divers équipements, notamment d'un dispositif de commande de traction/freinage de moyens d'entraînement du véhicule.The railway vehicle is driven by various equipment, in particular a traction / braking control device for vehicle driving means.

On connait déjà, dans l'état de la technique, notamment d'après WO 2009/074663 A1 , un dispositif de commande comportant un manipulateur mobile angulairement par rapport à une position de référence, dans une zone angulaire de traction et une zone angulaire de freinage de service, situées de part et d'autre de la position de référence, et dans une zone angulaire de freinage d'urgence située au-delà de la zone angulaire de freinage de service. Le manipulateur présente généralement la forme d'une poignée actionnable par le conducteur du véhicule.We already know, in the state of the art, in particular from WO 2009/074663 A1 , a control device comprising a manipulator angularly movable relative to a reference position, in an angular zone of traction and an angular zone of service braking, situated on either side of the reference position, and in a zone emergency braking angle located beyond the angular service braking zone. The manipulator generally has the form of a handle that can be actuated by the driver of the vehicle.

Lorsque le manipulateur se trouve dans la zone angulaire de traction, le dispositif commande les moteurs du véhicule, fonctionnant en traction, pour générer un effort de traction proportionnelle à la position angulaire du manipulateur, entre la position de référence, correspondant à un effort nul, et une position extrême, correspondant à un effort maximal.When the manipulator is in the angular traction zone, the device controls the vehicle engines, operating in traction, to generate a traction force proportional to the angular position of the manipulator, between the reference position, corresponding to zero force, and an extreme position, corresponding to maximum effort.

Lorsque le manipulateur se trouve dans la zone angulaire de freinage de service, le dispositif commande des moyens de freinage du véhicule. Par exemple, dans une première partie de la zone angulaire de freinage de service, le dispositif commande des moyens de freinage électriques du véhicule, pour un freinage modéré du véhicule, et dans une seconde partie de la zone angulaire de freinage de service, le dispositif commande un freinage conjugué des moyens de freinage électriques et de moyens de freinage mécaniques, pour respecter la consigne de freinage demandée.When the manipulator is in the angular service braking zone, the device controls the vehicle braking means. For example, in a first part of the angular service braking zone, the device controls electrical braking means of the vehicle, for moderate braking of the vehicle, and in a second part of the angular service braking zone, the device controls combined braking of the electric braking means and mechanical braking means, in order to comply with the requested braking instruction.

Enfin, lorsque le manipulateur se trouve dans la zone angulaire de freinage d'urgence, le dispositif commande un dispositif de freinage d'urgence, essentiellement mécanique, pour un effort de freinage très important du véhicule, afin de l'arrêter sur une distance la plus courte possible.Finally, when the manipulator is in the angular zone of emergency braking, the device controls an emergency braking device, essentially mechanical, for a very significant braking force of the vehicle, in order to stop it over a distance the as short as possible.

Le passage du manipulateur depuis la zone angulaire de freinage de service vers la zone angulaire de freinage d'urgence se fait généralement en surmontant un point dur.The passage of the manipulator from the angular service braking area to the angular emergency braking area is generally done by overcoming a hard point.

Toutefois, dans certains cas de défaillance du dispositif de commande, le dispositif de freinage d'urgence peut être activé intempestivement. Un exemple de défaillance consiste en une défaillance dudit point dur, impliquant la possibilité d'un passage accidentel du manipulateur dans la zone angulaire de freinage d'urgence.However, in certain cases of failure of the control device, the emergency braking device can be activated unexpectedly. An example of failure consists of a failure of said hard point, implying the possibility of an accidental passage of the manipulator in the angular zone of emergency braking.

EP 2 712 783 décrit un autre exemple de dispositif de commande de traction/freinage. EP 2,712,783 describes another example of a traction / braking control device.

L'invention a notamment pour but de remédier à l'inconvénient précité, en proposant un dispositif de commande dont la fiabilité est améliorée.The object of the invention is in particular to remedy the aforementioned drawback, by proposing a control device whose reliability is improved.

A cet effet, l'invention a notamment pour objet un dispositif de commande de traction/freinage pour véhicule ferroviaire, selon la revendication 1.To this end, the subject of the invention is in particular a traction / braking control device for a rail vehicle, according to claim 1.

L'invention propose ainsi une redondance entre les moyens mécaniques et les moyens électroniques, permettant notamment de conserver la différentiation entre la zone angulaire de freinage de service et la zone angulaire de freinage d'urgence, même en cas de défaillance de l'un ou l'autre entre les moyens mécaniques et les moyens électroniques.The invention thus proposes a redundancy between the mechanical means and the electronic means, making it possible in particular to preserve the differentiation between the angular zone of service braking and the angular zone of emergency braking, even in the event of failure of one or the other between mechanical and electronic means.

Un dispositif de commande selon l'invention peut comporter en outre l'une ou plusieurs des caractéristiques suivantes, prises seules ou selon toutes combinaisons techniquement envisageables.

  • Les moyens mécaniques d'activation comportent : au moins une came solidaire en rotation de l'arbre autour de l'axe de pivotement et, pour chaque came, un interrupteur coopérant avec cette came, actionnable entre une première position de repos et une seconde position active, et actionné par la came entre la première et seconde position en fonction de la position angulaire de l'arbre, l'interrupteur étant dans la seconde position lorsque le manipulateur est dans la zone angulaire de freinage d'urgence.
  • La came comporte une encoche, coopérant avec l'interrupteur lorsque le manipulateur est dans la zone angulaire de freinage d'urgence, l'interrupteur passant dans sa seconde position lorsqu'il coopère avec cette encoche.
  • Les moyens mécaniques d'activation comportent au moins deux cames, les encoches des différentes cames étant décalées angulairement.
  • Les moyens électroniques d'activation comportent un encodeur, lié à l'arbre, et propre à émettre un signal de détection correspondant à la position angulaire du manipulateur autour de l'axe de pivotement par rapport à la direction de référence.
  • Les moyens électroniques d'activation comportent des moyens de traitement, propres à générer des signaux de commande en fonction du signal de détection reçu depuis l'encodeur, à destination du dispositif de freinage d'urgence.
  • Les moyens de traitement sont propres à exécuter les instructions d'un algorithme de rétroaction afin de générer, à partir du signal de détection émis en sortie de l'encodeur, un signal de rétroaction, et le dispositif de commande comporte un système haptique, comportant un ensemble servomoteur couplé à l'arbre et propre à générer un couple sur l'arbre, et des moyens d'instructions propres à émettre un signal de consigne d'effort au servomoteur, en fonction du signal de rétroaction reçu depuis les moyens de traitement.
  • Le système haptique est configuré pour générer un couple important lorsque le manipulateur se trouve entre la zone angulaire de freinage de service et la zone angulaire de freinage d'urgence, de manière à former un point dur à surmonter pour le passage dans la zone angulaire de freinage d'urgence.
  • La course du manipulateur comporte une zone neutre autour de la direction de référence, la zone angulaire de traction et la zone angulaire de freinage de service étant situées de part et d'autre de la zone neutre.
A control device according to the invention may also include one or more of the following characteristics, taken alone or in any technically conceivable combination.
  • The mechanical activation means comprise: at least one cam integral in rotation with the shaft around the pivot axis and, for each cam, a switch cooperating with this cam, operable between a first rest position and a second position active, and actuated by the cam between the first and second position as a function of the angular position of the shaft, the switch being in the second position when the manipulator is in the angular zone of emergency braking.
  • The cam has a notch, cooperating with the switch when the manipulator is in the angular zone of emergency braking, the switch passing into its second position when it cooperates with this notch.
  • The mechanical activation means comprise at least two cams, the notches of the different cams being angularly offset.
  • The electronic activation means comprise an encoder, linked to the shaft, and capable of emitting a detection signal corresponding to the angular position of the manipulator around the pivot axis relative to the reference direction.
  • The electronic activation means comprise processing means, capable of generating control signals as a function of the detection signal received from the encoder, intended for the emergency braking device.
  • The processing means are suitable for executing the instructions of a feedback algorithm in order to generate, from the detection signal emitted at the output of the encoder, a feedback signal, and the control device comprises a haptic system, comprising a servomotor assembly coupled to the shaft and suitable for generating a torque on the shaft, and instruction means suitable for transmitting a force reference signal to the servomotor, as a function of the feedback signal received from the processing means .
  • The haptic system is configured to generate a significant torque when the manipulator is between the angular area of service braking and the angular area of emergency braking, so as to form a hard point to overcome for the passage in the angular area of emergency braking.
  • The stroke of the manipulator comprises a neutral zone around the reference direction, the angular zone of traction and the angular zone of service braking being situated on either side of the neutral zone.

L'invention concerne également un véhicule ferroviaire, comportant des moyens de traction, des moyens de freinage et un dispositif de freinage d'urgence, caractérisé en ce qu'il comporte un dispositif de commande de traction/freinage tel que défini précédemment, commandant les moyens de traction, les moyens de freinage et le dispositif de freinage d'urgence en fonction de la position du manipulateur.The invention also relates to a railway vehicle, comprising traction means, braking means and an emergency braking device, characterized in that it comprises a traction / braking control device as defined above, controlling the traction means, the braking means and the emergency braking device according to the position of the manipulator.

L'invention sera mieux comprise à la lecture de la description qui va suivre, donnée uniquement à titre d'exemple et faite en se référant aux figures annexées, parmi lesquelles :

  • La figure 1 représente schématiquement un dispositif de commande selon l'invention, et plus particulièrement un manipulateur de ce dispositif de commande, ainsi que des zones angulaires dans lesquelles le manipulateur est susceptible d'être déplacé ;
  • La figure 2 représente schématiquement le dispositif de commande selon un exemple de mode de réalisation de l'invention.
The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the appended figures, among which:
  • The figure 1 schematically represents a control device according to the invention, and more particularly a manipulator of this control device, as well as angular zones in which the manipulator can be moved;
  • The figure 2 shows schematically the control device according to an exemplary embodiment of the invention.

On a représenté, sur les figures, un dispositif 10 de commande de traction/freinage pour un véhicule ferroviaire, selon un exemple de mode de réalisation de l'invention.There is shown, in the figures, a traction / braking control device 10 for a rail vehicle, according to an exemplary embodiment of the invention.

Le dispositif de commande 10 comporte un bâti 11 qui est destiné à être solidaire d'un tableau de bord situé dans une cabine de conduite du véhicule ferroviaire. Le bâti 11 porte un manipulateur 12, actionnable par un conducteur du véhicule ferroviaire, mobile angulairement autour d'un axe de pivotement X, par rapport à une position de référence, dans laquelle le manipulateur 12 s'étend dans une direction de référence A.The control device 10 comprises a frame 11 which is intended to be integral with a dashboard located in a driver's cab of the rail vehicle. The frame 11 carries a manipulator 12, actuable by a driver of the railway vehicle, angularly movable around a pivot axis X, relative to a reference position, in which the manipulator 12 extends in a reference direction A.

Le manipulateur 12 est solidaire en rotation, autour de l'axe de pivotement X, avec un arbre 14 s'étendant le long de cet axe de pivotement X.The manipulator 12 is integral in rotation, about the pivot axis X, with a shaft 14 extending along this pivot axis X.

Le manipulateur 12 est mobile sur une course divisée en zones angulaires respectives, et plus particulièrement en une zone neutre Z0 autour de la direction de référence A, une zone angulaire de traction Z1 et une zone angulaire de freinage de service Z2, situées de part et d'autre de la zone neutre Z0, et une zone angulaire de freinage d'urgence Z3 située au-delà de la zone angulaire de freinage de service Z2.The manipulator 12 is movable over a stroke divided into respective angular zones, and more particularly into a neutral zone Z0 around the reference direction A, an angular zone of traction Z1 and an angular zone of service braking Z2, situated on either side on the other side of the neutral zone Z0, and an angular zone of emergency braking Z3 situated beyond the angular zone of service braking Z2.

En variante, la course ne comporte pas de zone neutre.As a variant, the race does not include a neutral zone.

La zone neutre Z0 s'étend par exemple entre un angle de +5° et un angle de -5° avec la direction de référence A. Aucune action n'est déclenchée tant que le manipulateur 12 se trouve dans la zone neutre Z0.The neutral zone Z0 extends for example between an angle of + 5 ° and an angle of -5 ° with the reference direction A. No action is triggered as long as the manipulator 12 is in the neutral zone Z0.

La zone angulaire de traction Z1 s'étend par exemple entre un angle de +5° et un angle de +44° avec la direction de référence A. Dans cette zone angulaire de traction Z1, le déplacement du manipulateur 12 permet la commande des moteurs fonctionnant en traction du véhicule et la génération d'un effort de traction proportionnelle à la position angulaire du manipulateur 12, le maximum de l'effort de traction étant commandé lorsque le manipulateur 12 est dans la position maximale, ici +44°.The angular zone of traction Z1 extends for example between an angle of + 5 ° and an angle of + 44 ° with the reference direction A. In this angular zone of traction Z1, the movement of the manipulator 12 allows the motors to be controlled operating in traction of the vehicle and the generation of a traction force proportional to the angular position of the manipulator 12, the maximum of the traction force being controlled when the manipulator 12 is in the maximum position, here + 44 °.

La zone angulaire de freinage de service Z2 s'étend par exemple entre un angle de -5° et un angle de -44° avec la direction de référence A. Dans cette zone angulaire de freinage de service Z2, le déplacement du manipulateur 12 permet la commande progressive de moyens de freinage du véhicule ferroviaire, par exemple des moyens de freinage électriques et/ou mécaniques.The angular service braking zone Z2 extends for example between an angle of -5 ° and an angle of -44 ° with the reference direction A. In this angular service braking zone Z2, the movement of the manipulator 12 allows the progressive control of braking means of the rail vehicle, for example electrical and / or mechanical braking means.

La zone angulaire de freinage d'urgence Z3 s'étend par exemple entre un angle de -44° et un angle de -54° avec la direction de référence A. Dans cette zone angulaire de freinage d'urgence Z3, le déplacement du manipulateur permet la commande d'un dispositif de freinage d'urgence du véhicule, impliquant un effort de freinage suffisamment important pour arrêter le véhicule sur une distance la plus courte possible.The angular zone of emergency braking Z3 extends for example between an angle of -44 ° and an angle of -54 ° with the reference direction A. In this angular zone of emergency braking Z3, the movement of the manipulator allows the control of an emergency braking device of the vehicle, implying a braking force large enough to stop the vehicle for the shortest distance possible.

Le dispositif de commande 10 comporte des moyens mécaniques 16 d'activation du dispositif de freinage d'urgence, en fonction de la position angulaire de l'arbre 14, lorsque le manipulateur 12 est dans la zone angulaire de freinage d'urgence Z3.The control device 10 comprises mechanical means 16 for activating the emergency braking device, as a function of the angular position of the shaft 14, when the manipulator 12 is in the angular zone of emergency braking Z3.

Les moyens mécaniques 16 comportent au moins une came 18 solidaire en rotation de l'arbre 14 autour de l'axe de pivotement. Par exemple, les moyens mécaniques 16 comportent deux cames 18.The mechanical means 16 comprise at least one cam 18 integral in rotation with the shaft 14 around the pivot axis. For example, the mechanical means 16 comprise two cams 18.

Par ailleurs, les moyens mécaniques 16 comportent, pour chaque came 18, un interrupteur 20 coopérant avec cette came 18. L'interrupteur 20 est mobile entre une première position de repos et une seconde position active. L'interrupteur 20 est actionné par la came 18 correspondante entre la première et seconde position en fonction de la position angulaire de l'arbre 14. Plus particulièrement, l'interrupteur 20 est dans la seconde position lorsque le manipulateur 12 est dans la zone angulaire de freinage d'urgence Z3. En d'autres termes, le passage de l'interrupteur 20 dans sa seconde position génère un signal de commande à destination d'un dispositif de freinage d'urgence.Furthermore, the mechanical means 16 comprise, for each cam 18, a switch 20 cooperating with this cam 18. The switch 20 is movable between a first rest position and a second active position. Switch 20 is actuated by the corresponding cam 18 between the first and second position as a function of the angular position of the shaft 14. More particularly, the switch 20 is in the second position when the manipulator 12 is in the angular zone of emergency braking Z3 . In other words, the passage of the switch 20 in its second position generates a control signal intended for an emergency braking device.

Par exemple, chaque came 18 comporte une encoche 22, coopérant avec l'interrupteur 20 correspondant lorsque le manipulateur 12 est dans la zone angulaire de freinage d'urgence Z3.For example, each cam 18 has a notch 22 cooperating with the corresponding switch 20 when the manipulator 12 is in the angular zone of emergency braking Z3.

Avantageusement, les encoches 22 des différentes cames 18 sont décalées angulairement, afin de permettre une activation progressive du freinage. Par exemple, une première encoche coopère avec un premier interrupteur activant les moyens de freinage, et une seconde encoche coopère avec un second interrupteur activant le dispositif de freinage d'urgence.Advantageously, the notches 22 of the different cams 18 are angularly offset, in order to allow progressive activation of the braking. For example, a first notch cooperates with a first switch activating the braking means, and a second notch cooperates with a second switch activating the emergency braking device.

Le dispositif de commande 10 comporte par ailleurs des moyens électroniques 24 d'activation du dispositif de freinage d'urgence, en fonction de la position angulaire de l'arbre 14, lorsque le manipulateur 12 est dans la zone angulaire de freinage d'urgence Z3.The control device 10 also comprises electronic means 24 for activating the emergency braking device, as a function of the angular position of the shaft 14, when the manipulator 12 is in the angular zone of emergency braking Z3 .

Les moyens électroniques d'activation 24 comportent un encodeur 26, lié à l'arbre 14, et propre à émettre un signal de détection correspondant à la position angulaire de l'arbre 14 autour de l'axe de pivotement X par rapport à la position de référence. L'encodeur 26 est propre à délivrer un signal de détection correspondant à la position angulaire instantanée de l'arbre 14 par rapport à la position de référence.The electronic activation means 24 comprise an encoder 26, linked to the shaft 14, and capable of emitting a detection signal corresponding to the angular position of the shaft 14 around the pivot axis X relative to the position reference. The encoder 26 is capable of delivering a detection signal corresponding to the instantaneous angular position of the shaft 14 relative to the reference position.

L'encodeur 26 peut être de tout type connu, de préférence du type électromagnétique à effet Hall.The encoder 26 can be of any known type, preferably of the Hall effect electromagnetic type.

Le dispositif de commande comporte des moyens de traitement 28, propres à générer des signaux de commande en fonction du signal de détection reçu depuis l'encodeur 26.The control device comprises processing means 28, capable of generating control signals as a function of the detection signal received from the encoder 26.

En particulier, lorsque l'encodeur 26 détecte une position angulaire de l'arbre 14 au-delà d'un seuil prédéterminé (correspondant au passage dans la zone angulaire de freinage d'urgence Z3), les moyens de traitement 28 déclenchent l'envoi d'un signal de commande à destination du dispositif de freinage d'urgence.In particular, when the encoder 26 detects an angular position of the shaft 14 beyond a predetermined threshold (corresponding to the passage through the angular zone of emergency braking Z3), the processing means 28 trigger the sending a control signal to the emergency braking device.

De même, lorsque l'encodeur 26 détecte une position angulaire de l'arbre 14 correspondant au passage dans la zone angulaire de traction Z1, les moyens de traitement 28 déclenchent l'envoi d'un signal de commande à destination des moyens de traction. On rappelle que la traction commandée est proportionnelle à la position angulaire détectée.Likewise, when the encoder 26 detects an angular position of the shaft 14 corresponding to the passage through the angular traction zone Z1, the processing means 28 trigger the sending of a control signal intended for the means of traction. It will be recalled that the controlled traction is proportional to the angular position detected.

Enfin, lorsque l'encodeur 26 détecte une position angulaire de l'arbre 14 correspondant au passage dans la zone angulaire de freinage de service Z2, les moyens de traitement 28 déclenchent l'envoi d'un signal de commande à destination des moyens de freinage. On rappelle que le freinage commandé est proportionnel à la position angulaire détectée.Finally, when the encoder 26 detects an angular position of the shaft 14 corresponding to the passage through the angular service braking zone Z2, the processing means 28 trigger the sending of a control signal intended for the braking means . Remember that the controlled braking is proportional to the angular position detected.

Avantageusement, les moyens de traitement 28 sont propres à exécuter les instructions d'un algorithme de rétroaction afin de générer, à partir du signal de détection émis en sortie de l'encodeur 26, un signal de rétroaction. Le dispositif de commande 10 comporte alors également un système haptique 30, comportant un ensemble servomoteur 32, couplé à l'arbre 14 et propre à générer un couple sur l'arbre 14, et des moyens d'instructions 34, propres à émettre un signal de consigne d'effort au servomoteur 32, en fonction du signal de rétroaction reçu depuis les moyens de traitement 28. Ainsi, le couple appliqué à l'arbre 14 augmente lorsque l'angle entre le manipulateur 12 et la direction de référence A augmente.Advantageously, the processing means 28 are suitable for executing the instructions of a feedback algorithm in order to generate, from the detection signal sent at the output of the encoder 26, a feedback signal. The control device 10 then also includes a haptic system 30, comprising a servomotor assembly 32, coupled to the shaft 14 and suitable for generating a torque on the shaft 14, and instruction means 34, suitable for transmitting a signal of force reference to the servomotor 32, as a function of the feedback signal received from the processing means 28. Thus, the torque applied to the shaft 14 increases when the angle between the manipulator 12 and the reference direction A increases.

Avantageusement, le système haptique 30 est configuré pour générer un couple important lorsque le manipulateur 12 se trouve entre la zone angulaire de freinage de service Z2 et la zone angulaire de freinage d'urgence Z3, de manière à former un point dur à surmonter pour le passage dans la zone angulaire de freinage d'urgence Z3.Advantageously, the haptic system 30 is configured to generate a significant torque when the manipulator 12 is between the angular zone of service braking Z2 and the angular zone of emergency braking Z3, so as to form a hard point to be overcome for the passage through the angular zone of emergency braking Z3.

En variante, ou de manière complémentaire, un tel point dur est formé par une partie de la came 18.As a variant, or in a complementary manner, such a hard point is formed by a part of the cam 18.

Il apparaît clairement que le dispositif de commande 10 selon l'invention permet un freinage d'urgence même en cas de défaillance de l'interrupteur 20 ou du système haptique 30.It clearly appears that the control device 10 according to the invention allows emergency braking even in the event of failure of the switch 20 or of the haptic system 30.

On notera que l'invention n'est pas limitée au mode de réalisation précédemment décrit, mais pourrait présenter diverses variantes complémentaires sans sortir du cadre des revendications.It will be noted that the invention is not limited to the embodiment described above, but could present various complementary variants without departing from the scope of the claims.

Claims (10)

  1. Traction/braking control device (10) for a railway vehicle, comprising a manipulator (12) which is angularly movable, about a pivot axis (X), relative to a reference direction (A), on a path comprising an angular traction zone (Z1) and an angular service braking zone (Z2) situated on either side of the reference direction (A), and an angular emergency braking zone (Z3) situated beyond the angular service braking zone (Z2), the control device (10) comprising electronic means (24) for activating the emergency braking device, according to the angular position of the shaft (14), when the manipulator (12) is in the angular emergency braking zone (Z3), characterized in that:
    - the manipulator (12) is constrained to rotate, about the pivot axis (X), with a shaft (14) extending along said pivot axis (X),
    - the control device (10) comprises mechanical means (16) for activating an emergency braking device, according to the angular position of the shaft (14), when the manipulator (12) is in the angular emergency braking zone (Z3).
  2. Control device (10) according to claim 1, wherein the mechanical activation means (16) comprise:
    - at least one cam (18) which is constrained to rotate with the shaft (14) about the pivot axis (X),
    - for each cam (18), a switch (20) which cooperates with said cam (18) and can be actuated between a first rest position and a second active position, and which is actuated by the cam (18) between the first and second position according to the angular position of the shaft (14), the switch (20) being in the second position when the manipulator (12) is in the angular emergency braking zone (Z3).
  3. Control device (10) according to claim 2, wherein the cam (18) has a notch (22) which cooperates with the switch (20) when the manipulator (12) is in the angular emergency braking zone (Z3), with the switch (20) transferring into its second position when it cooperates with said notch (22).
  4. Control device (10) according to claim 3, wherein the mechanical activation means (16) comprise at least two cams (18), the notches (22) of the different cams (18) being angularly offset.
  5. Control device (10) according to any of the preceding claims, wherein the electronic activation means (24) comprise an encoder (26), connected to the shaft (14), and capable of transmitting a detection signal corresponding to the angular position of the manipulator (12) about the pivot axis relative to the reference direction (A).
  6. Control device (10) according to claim 5, wherein the electronic activation means (24) comprise processing means (28) capable of generating control signals according to the detection signal received from the encoder (26), which signals are intended for the emergency braking device.
  7. Control device (10) according to claim 6, wherein:
    - the processing means (28) are capable of executing the instructions of a feedback algorithm to generate, from the detection signal output from the encoder (26), a feedback signal, and
    - the control device (10) comprises a haptic system (30), comprising a servomotor assembly (32) which is coupled to the shaft (14) and is capable of generating torque on the shaft (14), and instruction means (34) capable of transmitting a force reference signal to the servomotor (32), according to the feedback signal received from the processing means (28).
  8. Control device (10) according to claim 7, wherein the haptic system (30) is configured to generate high torque when the manipulator (12) is between the angular service braking zone (Z2) and the angular emergency braking zone (Z3), so as to form a hard point to overcome for the transfer into the angular emergency braking zone (Z3).
  9. Control device (10) according to any of the preceding claims, wherein the path of the manipulator (12) comprises a neutral zone (Z0) around the reference direction (A), the angular traction zone (Z1) and the angular service braking zone (Z2) being located on either side of the neutral zone (Z0).
  10. Railway vehicle, comprising traction means, braking means and an emergency braking device, characterized in that it comprises a traction/braking control device (10) according to any of the preceding claims, which controls the traction means, the braking means and the emergency braking device according to the position of the manipulator (12).
EP17196939.7A 2016-10-17 2017-10-17 Traction/braking control device for a railway vehicle, with improved reliability Active EP3309037B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17196939T PL3309037T3 (en) 2016-10-17 2017-10-17 Traction/braking control device for a railway vehicle, with improved reliability

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1660041A FR3057526B1 (en) 2016-10-17 2016-10-17 TRACTION / BRAKE CONTROL DEVICE FOR RAILWAY VEHICLE WITH IMPROVED RELIABILITY

Publications (2)

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EP3309037A1 EP3309037A1 (en) 2018-04-18
EP3309037B1 true EP3309037B1 (en) 2020-03-11

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Application Number Title Priority Date Filing Date
EP17196939.7A Active EP3309037B1 (en) 2016-10-17 2017-10-17 Traction/braking control device for a railway vehicle, with improved reliability

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EP (1) EP3309037B1 (en)
ES (1) ES2797785T3 (en)
FR (1) FR3057526B1 (en)
PL (1) PL3309037T3 (en)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1246011C2 (en) * 1964-04-07 1974-03-07 Krauss Maffei Ag Control system for locomotives
US4796480A (en) * 1987-07-17 1989-01-10 General Motors Of Canada Limited Console mounted controller
FR2720993B1 (en) * 1994-06-14 1996-07-19 Gec Alsthom Transport Sa Device for controlling the traction or braking of a vehicle, especially a railroad, and its method of implementation.
ATE313454T1 (en) * 2002-09-03 2006-01-15 Gessmann Gmbh W CONTROL DEVICE FOR DRIVING AND BRAKING A VEHICLE, PREFERABLY A RAIL VEHICLE
DE102009025553A1 (en) * 2009-06-16 2010-12-23 Siemens Aktiengesellschaft Operating device and method for its operation
FR2996017A1 (en) * 2012-09-27 2014-03-28 Alstom Transport Sa IMPROVED LEVER WITH MANUAL TRACTION / BRAKE CONTROL ACTUATION FOR DRIVING A RAILWAY VEHICLE

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3309037A1 (en) 2018-04-18
FR3057526B1 (en) 2018-12-07
ES2797785T3 (en) 2020-12-03
FR3057526A1 (en) 2018-04-20
PL3309037T3 (en) 2020-11-02

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