EP3309039B1 - Steuervorrichtung für ein schienenfahrzeug, und schienenfahrzeug, das eine solche steuervorrichtung umfasst - Google Patents

Steuervorrichtung für ein schienenfahrzeug, und schienenfahrzeug, das eine solche steuervorrichtung umfasst Download PDF

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Publication number
EP3309039B1
EP3309039B1 EP17196943.9A EP17196943A EP3309039B1 EP 3309039 B1 EP3309039 B1 EP 3309039B1 EP 17196943 A EP17196943 A EP 17196943A EP 3309039 B1 EP3309039 B1 EP 3309039B1
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EP
European Patent Office
Prior art keywords
control device
rail vehicle
control
relays
moving part
Prior art date
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Active
Application number
EP17196943.9A
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English (en)
French (fr)
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EP3309039A1 (de
Inventor
Denis Miglianico
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
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Alstom Transport Technologies SAS
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Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Publication of EP3309039A1 publication Critical patent/EP3309039A1/de
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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 a railway vehicle comprising a control device.
  • control devices for a railway vehicle comprising a driving manipulator provided with a movable part, for example in the form of a gripping handle and movable relative to a fixed part.
  • a driving manipulator is for example intended for a driver of the rail vehicle, to enable him to control the traction chain and / or a braking system of the rail vehicle.
  • Such devices are known for example from the document DE-B1-116 15 77 or document EP-A1-2 712 783 .
  • this control is carried out by means of electromechanical relays which are interfaced with low voltage electrical lines of the rail vehicle, these electrical lines being suitable for controlling equipment of the rail vehicle.
  • These relays are arranged at the level of a shaft, integral with the movable part and which moves in rotation when the movable part is moved.
  • This shaft is provided with cams which cooperate with the relays, so as to modify the state in which the relay is located as a function of the angular position of the moving part.
  • relays cannot easily be reprogrammed. Indeed, the state of the relay is controlled by the shape of the cam linked to the shaft, such that a reconfiguration of the relay requires modifying the cam, and therefore the shaft itself.
  • the invention more particularly intends to remedy, by proposing a control device for a railway vehicle comprising relays which can be modified and reprogrammed in a simplified manner while having a reduced bulk for the driving manipulator.
  • the relays are controlled by the programmable calculation unit as a function of the position values measured by the position sensors. These relays are no longer directly controlled by a mechanical coupling with the pipe manipulator, as is the case in the state of the art. In fact, thanks to the invention, it is easier to reprogram the relays and / or to modify their number without needing to structurally modify the driving manipulator and without having to increase the size of this driving manipulator.
  • FIG. 1 represents a railway vehicle 2 provided with a control device 4.
  • the rail vehicle 2 is a passenger train or an urban transport vehicle such as a metro or a tram.
  • the control device 4 is suitable for controlling at least one item of equipment of the rail vehicle 2.
  • the device 4 is configured to control an item of equipment such as a traction chain and / or a braking system of the rail vehicle 2.
  • control device 4 comprises a driving manipulator 6 intended to be used by a driver of the rail vehicle 2.
  • this driving manipulator 6 is placed inside a driver's cabin of the railway vehicle. 2.
  • the pipe manipulator 6 is provided with a movable part 8 and a fixed part 10.
  • the movable part 8 is movable relative to the fixed part 10.
  • the movable part 8 comprises a form of gripping handle intended to be manually moved by the driver.
  • the movable part 8 is here mounted to pivot relative to the fixed part about a fixed articulation axis X1.
  • the movable part 8 is here secured to a shaft 12 aligned and movable in rotation along the articulation axis X1.
  • the pipe manipulator 6 also comprises a controllable rotary servomotor 11, adapted to exert a motor torque on the shaft 12 so as to drive it in rotation along the articulation axis X1.
  • the booster 11 is adapted to exert on the movable part 8 a force which at least partially opposes the force exerted by a driver of the rail vehicle 2 to move the movable part 8.
  • the pipe manipulator 6 also comprises position sensors 14 and 16, to measure the position of the pipe manipulator 6, that is to say the angular position of the movable part 8 relative to the fixed part 10.
  • the position sensors 14, 16 are mechanically coupled to the mobile part 8.
  • the position sensors 14 and 16 are here adapted to measure an angular position of the movable part 8, relative to a reference position, by measuring the rotation of the shaft 12 around the articulation axis X1.
  • the position of the pipe manipulator 6 is quantified by an angular position value, that is to say an angle of rotation between the movable part 8 relative to a reference position around the articulation axis X1 .
  • the number of position sensors 14, 16 can be different.
  • the position sensors 14 and 16 are here adapted to measure the position of the mobile part 8, independently of one another. Thus, the measurement of the position of the pipe manipulator 6 is carried out redundantly, which increases the reliability of the control device 4.
  • position sensors 14 and 16 are rotary encoders. Preferably, the position sensors 14 and 16 are identical.
  • Each of the position sensors 14 and 16 is electrically connected, by means of a data link 18, to a supervision unit 20 of the control device 4.
  • the data link 18 is a serial link of the RS422 type.
  • the data links 18 between the position sensors 14 and 16 and the supervision unit 20 are produced with so-called inverted signals.
  • the supervision unit 20 comprises a programmable calculation unit 22, such as a programmable microcontroller.
  • the programmable computing unit 22 is electrically connected by the connections 18 to the position sensors 14 and 16, so as to collect position values of the mobile part 8 measured by the position sensors 14 and 16.
  • the supervision unit 20 also includes at least one relay 24.
  • the relays 24 are five in number. As a variant, their number may be different.
  • Each relay 24 is configured to switch between an active state and an inactive state as a function of a control signal, for example an electrical signal, which it receives on a control input.
  • Each relay 24 is further configured to be interfaced with an electrical line 25 of the rail vehicle 2, here a low voltage electrical line.
  • the relays 24 When one of the relays 24 switches between its active and inactive states, this modifies the value of the electric voltage present on the electric line 25 with which it is interfaced. In this way, the relays 24 control the operation of an item of equipment 26 or of several items of equipment of the rail vehicle 2.
  • each relay 24 is controlled as a function of the position of the driving manipulator 6. This control is here carried out by means of the programmable calculation unit 22, as a function of the position values of the moving part 8 measured by the position sensors 14 and 16. Thus, the control inputs of the relays 24 are connected to a signal output interface of the supervision unit 20.
  • the control of the relays 24 is carried out by means of an electrical signal emitted by the programmable computing unit 20.
  • Each of the relays 24 is controlled only by the intermediary of the programmable computing unit 20. They are therefore not mechanically coupled to the mobile part 8 of the pipe manipulator 6.
  • the programmable computing unit 22 independently controls each of the relays 24, as a function of the position values of the moving part 8 measured by the position sensors 14 and 16.
  • the supervision unit 20 is physically separate from the pipe manipulator 6 and is placed at a distance from the pipe manipulator 6.
  • the supervision unit 20 is placed away from the shaft 12 and n 'is not mechanically coupled to the shaft 12.
  • the relays 24 are not mounted at the level of the shaft 12 and are not mechanically coupled with the shaft 12.
  • the pipe manipulator 6 is placed inside a cockpit of the rail vehicle 2, the supervision unit 20 can be placed outside this driver's cabin.
  • relays 24 can be reconfigured by reprogramming the programmable computing unit 22, for example to modify the correspondence between on the one hand the active or inactive state of relay 24 and, on the other hand, the measured position of the driving manipulator 6.
  • the number of relays 24 may be different. In particular, it is possible to add the additional relays 24 within the supervision unit 20 without needing to structurally modify the pipe manipulator 6 or to increase its size.

Landscapes

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

Claims (5)

  1. Schienenfahrzeug (2), das eine steuerbare Ausrüstung (26) und eine Steuervorrichtung (4) aufweist, die zum Steuern dieser Ausrüstung (26) geeignet ist, wobei diese Steuervorrichtung (4) aufweist:
    - einen Fahrtmanipulator (6), der mit einem verlagerbaren beweglichen Teil (8) versehen ist, und
    - ein Relais (24), das in Abhängigkeit von der Position des Manipulators gesteuert wird und mit einer elektrischen Leitung eines Schienenfahrzeugs eine Schnittstelle bildet,
    dadurch gekennzeichnet, dass die Steuervorrichtung (4) ferner aufweist:
    - einen Positionssensor (14, 16), der an den Fahrtmanipulator (6) gekoppelt ist, um die Position des beweglichen Teils (8) zu messen, und
    - eine programmierbare Recheneinheit (22), die an den Positionssensor (14, 16) angeschlossen und programmiert ist, um das Relais (24) in Abhängigkeit von vom Positionssensor (14, 16) gemessenen Positionswerten des beweglichen Teils (8) zu steuern, wobei jedes Relais (24) nur über die programmierbare Recheneinheit (20) gesteuert wird.
  2. Schienenfahrzeug (2) nach Anspruch 1, dadurch gekennzeichnet, dass die Steuervorrichtung (4) ferner zusätzliche Positionssensoren (14, 16) aufweist, die an den Fahrtmanipulator (6) gekoppelt sind, um die Position des beweglichen Teils (8) unabhängig voneinander zu messen, wobei diese zusätzlichen Positionssensoren an die programmierbare Recheneinheit (22) angeschlossen sind.
  3. Schienenfahrzeug (2) nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Steuervorrichtung (4) ferner eine Überwachungseinheit (20) aufweist, die die programmierbare Recheneinheit (22) enthält, wobei diese Überwachungseinheit (20) vom Fahrtmanipulator (6) physisch getrennt und vom Fahrtmanipulator (6) beabstandet platziert ist.
  4. Schienenfahrzeug (2) nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Steuervorrichtung (4) mehrere Relais (24) aufweist, wobei die programmierbare Recheneinheit (22) programmiert ist, um jedes der Relais (24) in Abhängigkeit von vom Positionssensor (14, 16) gemessenen Positionswerten des beweglichen Teils (8) zu steuern.
  5. Schienenfahrzeug (2) nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass der Positionssensor (14, 16) einen rotatorischen Codierer aufweist, der eingerichtet ist, um eine Winkelposition des beweglichen Teils (8) des Manipulators (6) zu messen.
EP17196943.9A 2016-10-17 2017-10-17 Steuervorrichtung für ein schienenfahrzeug, und schienenfahrzeug, das eine solche steuervorrichtung umfasst Active EP3309039B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1660050A FR3057528B1 (fr) 2016-10-17 2016-10-17 Dispositif de commande pour un vehicule ferroviaire et vehicule ferroviaire comportant ce dispositif de commande

Publications (2)

Publication Number Publication Date
EP3309039A1 EP3309039A1 (de) 2018-04-18
EP3309039B1 true EP3309039B1 (de) 2021-12-29

Family

ID=57583318

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17196943.9A Active EP3309039B1 (de) 2016-10-17 2017-10-17 Steuervorrichtung für ein schienenfahrzeug, und schienenfahrzeug, das eine solche steuervorrichtung umfasst

Country Status (3)

Country Link
EP (1) EP3309039B1 (de)
ES (1) ES2909319T3 (de)
FR (1) FR3057528B1 (de)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1161577C2 (de) * 1962-05-12 1975-07-10 Krauss-Maffei AG, 8000 München Einrichtung zum steuern des anfahrens von dieselhydraulischen lokomotiven
FR2996017A1 (fr) * 2012-09-27 2014-03-28 Alstom Transport Sa Levier ameliore a actionnement manuel de commande en traction/freinage pour la conduite d'un vehicule ferroviaire
CN106163863A (zh) * 2014-03-26 2016-11-23 东洋电机制造株式会社 主控制器

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
FR3057528B1 (fr) 2018-12-07
EP3309039A1 (de) 2018-04-18
FR3057528A1 (fr) 2018-04-20
ES2909319T3 (es) 2022-05-06

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