EP3445634A1 - Frein pour véhicule ferroviaire et procédé de détermination d'un couple de freinage d'un frein - Google Patents

Frein pour véhicule ferroviaire et procédé de détermination d'un couple de freinage d'un frein

Info

Publication number
EP3445634A1
EP3445634A1 EP17719224.2A EP17719224A EP3445634A1 EP 3445634 A1 EP3445634 A1 EP 3445634A1 EP 17719224 A EP17719224 A EP 17719224A EP 3445634 A1 EP3445634 A1 EP 3445634A1
Authority
EP
European Patent Office
Prior art keywords
forces
brake
force
braking device
braking
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Withdrawn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
EP17719224.2A
Other languages
German (de)
English (en)
Inventor
Marc-Gregory Elstorpff
Michael Mathieu
Bernhard Hämmerl
Alexander Jung
Frederic SCHRÖPF
Tomasz NIEPALA
Harry-Werner Kraus
Frank Hellmer
Erich Fuderer
Jury MESHENBERG
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Schienenfahrzeuge 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 Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Publication of EP3445634A1 publication Critical patent/EP3445634A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
    • F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
    • F16D65/183—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes with force-transmitting members arranged side by side acting on a spot type force-applying member
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/34—Details
    • B61H13/38—Suspension of transmitting mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F16D55/2245—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members in which the common actuating member acts on two levers carrying the braking members, e.g. tong-type brakes

Definitions

  • the invention relates to a braking device for a rail vehicle with a
  • Brake caliper unit which can be fastened via a bracket to a chassis of the rail vehicle and which acts on at least one brake pad on a brake disc.
  • force sensors are arranged on the console and / or the brake caliper unit and / or on connecting elements between the bracket and the brake caliper unit in order to determine a braking torque acting on the brake disc.
  • the invention further relates to a method for determining a brake torque acting on the brake disk in a braking device. In order to be able to control a braking device of a rail vehicle as precisely as possible during braking, a sufficiently accurate measurement of the braking torque which acts on the brake disk and thus on the braked vehicle axle is required during operation.
  • the measured braking torque is known, this can be adapted to a desired braking torque by appropriate control of the activation of an activator of the brake caliper unit.
  • this is usually calculated as the product of a frictional force, also called braking force, and a braking radius.
  • the friction force refers to the force acting during braking due to the friction between the brake pad and the brake disc tangential force.
  • the braking radius indicates the distance from the axis of rotation of the brake disc to the starting point of the friction force. In this case, average (effective) values for the braking force and the braking radius are assumed, which describe in summary the forces which are usually distributed over a larger area between the brake lining and the brake disk.
  • a braking device of the aforementioned type in which a plurality of force sensors are provided, which are mounted on the console of the brake caliper unit or the caliper unit itself and output the values correlated with the frictional force in a manner not described in detail. These values are compared as actual values with predetermined desired values in order to regulate the braking device with respect to its braking effect.
  • a similar arrangement is known in which two force sensors are provided which determine the force acting vertically in a spaced apart mounting points of the console on a console of a horizontally oriented brake caliper unit.
  • the brake caliper unit is arranged along a horizontal axis, on which both the center of the
  • the two force sensors allow a quantitative determination of the frictional forces on the assumption that the nominal force application point lies on the said horizontal axis, that is to say has no horizontal force component in the case of tangential alignment. Due to various external factors, such as deflection of the chassis, contact pattern of the brake or an inhomogeneous distribution of the surface contact pressure between brake pad and brake disc, in practice, however, there is a shift of the point of force application of the friction force and, associated therewith, a rotation of the friction force vector. The assumption underlying the calculation of the frictional force that the force application point of the frictional force is on the horizontal axis are then no longer satisfied, whereby an incorrect value of the frictional force and thus of the
  • Braking torque is determined.
  • a braking device is characterized in that with the force sensors all acting in the plane of the brake disc and transmitted from the brake caliper unit in the console or in the bogie forces and force components are detected. By measuring not only mutually parallel forces in the suspension of the brake caliper unit and the friction force in the plane of the brake disc can be completely, ie with respect to the absolute value and the direction determined. As a result, the actual tangential frictional force can be determined and not only its projection on a given, for example, vertical axis. Accordingly, the actual braking torque can be determined.
  • the force sensors for measuring at least three different, acting in the plane of the brake disc forces are set up, wherein at least two of the forces are transverse to each other.
  • the three sensors mentioned are sufficient to detect all transmitted from the brake caliper unit in the console or in the bogie forces and force components.
  • at least one of the forces runs entirely or at least with a force component in the direction of a longitudinal axis of the brake caliper unit. If, for example, the brake caliper unit is aligned horizontally with its longitudinal axis, advantageously at least one measured force is likewise aligned horizontally or has at least one horizontal force component.
  • the connecting elements via which the brake caliper unit is connected to the console are three tension and pressure straps rotatably mounted on both sides, wherein the three different forces to be measured by the force sensors are along one of the tension and pressure straps Act.
  • the two of the pull and push tabs are aligned parallel to each other and the third runs diagonally between the other two.
  • This type of suspension allows a simple way of measuring the required three forces, for example by strain gauges as force sensors, which are arranged on the tension and pressure tabs, or by force sensors, which are arranged in the bearing points of the tension and pressure tabs.
  • connection of the brake caliper unit to the chassis side console via a double-sided rotatably mounted pull and push tab and a single-sided rotatably mounted pull and push tab wherein two of the three different forces along each one of the pull and push tabs and the other of the three different forces is a bending force in the one-sided rotatably mounted pull and push tab.
  • Brake caliper unit connected via a measuring console with two clamped on both sides tension and pressure ribs with the console, wherein two of the three different forces along each of the pull and pressure tabs and the other of the three different forces by bending forces in the clamped on both sides tension and pressure ribs is.
  • a method for determining a brake torque acting on a brake disk in a brake device has the following steps: At least three different forces are measured in the plane of the brake disk, the forces acting on a suspension of a brake caliper unit of the brake device, and at least two of the forces are transverse to each other.
  • a frictional force acting in a middle friction radius between at least one brake pad and the brake disc is determined, and then from the frictional force and the mean friction radius, the braking torque.
  • FIG. 1 shows a schematic side view of a braking device for a rail vehicle.
  • the Bremseinreichtung has a brake disc 1, which is rotatably mounted about a center 2.
  • the brake disk 1 may be a shaft or a wheel brake disc in a known manner. Of the Bremsscalel only an outer edge is shown act on the brake pads 20, of which a front, arranged on the side of the brake disc 1 shown here brake pad 20 is visible in Figure 1.
  • the brake pads 20 are held by a brake caliper unit 10 and upon actuation of the brake with a contact force perpendicular to the surface of
  • the brake pads 20 are mounted for this purpose on brake calipers 1 1, which press the brake pads 20 on the brake disc 1 with the help of an unspecified here actuator 12.
  • the brake caliper unit 10 has to
  • a mounting base 13 via which it is mounted with connecting elements 30 to a bracket 3.
  • the console 3 is firmly anchored to a chassis, such as a bogie, a rail vehicle. Details of the connecting elements 30 between the chassis-side bracket 3 and the mounting base 13 of the brake caliper unit 10 will be explained in more detail below.
  • a braking torque M B is exerted on this axis.
  • Braking torque M B results from a frictional force F R , which acts between the brake pads 20 and the brake disc 1.
  • the frictional force F R acts tangentially on the brake disk 1 in a mean braking radius r m , wherein the following applies to the braking torque M B :
  • M B FR - r, m (Eq -1) -
  • Eq -1) In the plane of the brake disc 1 are two orthogonal to each other
  • a coordinate system with x and y axes is defined by these two directions.
  • the brake caliper unit 10 is arranged with a longitudinal axis along the x-axis.
  • the x-axis is horizontal, i. parallel to the rail on which the rail vehicle travels.
  • the caliper unit 10 could be installed inclined to the horizontal direction. In that case, the x-direction does not coincide with the horizontal direction.
  • Each surface element of the brake pads 20 contributes a proportion of the braking torque M B , this proportion being dependent on the radius of the corresponding surface element (ie the distance of the surface element from the center 2 of the brake disc 1), the coefficient of friction and the pressure acting on the surface element.
  • the braking torque M B then results as an integral over the entire surface of the brake pads 20. Die
  • Frictional force of the individual surface elements results in the frictional force F R , which acts on a mean friction radius r m .
  • the brake pads 20 and the brake caliper unit 10 are designed and positioned so that the centroid of the brake pads 20 is located on the x-axis.
  • the force application point of the braking force F R is on the x-axis.
  • the braking force F R in the direction of the (negative) y-axis, the operating angle ⁇ , under which the force application point from the center 2 of the brake disc 1 is positioned, is equal to 0.
  • the geometry of the braking device is not necessarily designed so that the force application point lies on the x-axis and also usually neither prevails over the surface of the brake pad constant contact pressure or friction, the force application point is often not on the x-axis, but from the center 2 seen from an effective angle ß not equal to zero.
  • the suspension of the brake caliper unit 10 explained in more detail below by the connecting elements 30 and the force measurement implemented thereby enables a correct determination of the braking force F R taking into account the force component F Rx in the x direction .
  • the console 3 has two suspension points, a first chassis side suspension point 4 and a second chassis side suspension point 5. These two suspension points are spaced by a distance b from each other in the x direction.
  • the two suspension points 4 and 5 can also be realized directly in the bogie.
  • the console 3 would then be an integral part of the Drehges- telle and not, as shown here, a separate component.
  • both suspension points 4, 5 are arranged at the same height.
  • the mounting base 13 on the brake caliper unit 10 also has two suspension points, a first bremszangen solution
  • the brake caliper unit 10 is now connected by three tension and pressure tabs 31 - 33 as connecting elements 30 to the console 3.
  • the second pull and push tab 32 hingedly connects the second chassis-side suspension point 5 to the second brake-arm-side suspension point 15.
  • the third pull-and-push link 32 hingedly connects the first chassis-side suspension point 4 to the second brake-arm-side suspension point 14. and pressure tab 33, the first bremskangen drinken suspension point 14 with the second chassis side suspension point. 5
  • the three mentioned pull and push tabs 31-33 may be extended in a direction perpendicular to the plane of the brake disc 1 to prevent rotation of the caliper unit 10 about the y axis.
  • the sensors can either be arranged as strain sensors, for example strain gauges, on the tension or pressure tabs 31 - 33 or can also be positioned in the pivot eyes on the suspension points 4, 5, 14, 15.
  • the three sensors are arranged to measure three forces Fi, F 2 and F 3 , which act in the direction of the longitudinal extent of the tension and pressure tabs 31-33.
  • the three forces Fi - F 3 are shown in FIG.
  • Fi is the first pull and push tab 31, F 2 of the second pull and push tab 32 and F 3 of the third pull and push tab 33 assigned.
  • the forces Fi and F 3 act in the direction of the y-axis and the negative y-axis.
  • F 2 acts in a direction which is inclined by the angle ⁇ with respect to the y-axis.
  • This angle ⁇ is known and results from the distance b in the horizontal direction between the suspension points 4, 5 and 14, 15 and the distance of the suspension points 4, 5 and 14, 15 in the y-direction, the length of the first or third pull and push tab 31, 33 corresponds.
  • the sizes b and a which are known and thus predetermined, is still the position of the first bremszangen solution point 14 relative to the center 2 of
  • This suspension has the coordinates e x, e y, x is thus spaced apart by the distance e in x-direction and by the distance e from the center y 2 in the y-direction from the center. 2
  • the forces Fi, F 2 and F 3 are measured.
  • the measured force F 2 is divided into a force component of magnitude F 2 ⁇ cos (a) acting in the y direction and a force component of magnitude acting in the x direction
  • the length of the lever arm a is also connected via geometric or trigonometric functions with the average brake radius r m and the coordinates e x and e y the position of the first bremskangen detergent suspension point 14, whereby from equation 4 and the already calculated effective angle ß the mean braking radius r m can be calculated.
  • both the braking force F R and the mean braking radius r m are known, so that according to equation 1, the braking torque M B can be determined.
  • the braking torque M B calculated in this way from the measured forces Fi to F 3 can be used, for example, to set a desired braking torque that leads to a desired predetermined deceleration of the rail vehicle.
  • the contact pressure with which the brake pads 20 are then pressed onto the brake disc 1 by the actuator 12 can be controlled so that the desired braking torque M B is achieved.
  • FIG. 2 shows a second exemplary embodiment of a braking device according to the application in the same way as in FIG.
  • the same reference numerals in this as in the next figure designate the same or the same elements as in FIG. 1.
  • the braking device of the second exemplary embodiment corresponds to that according to FIG. 1, the description of which is hereby explicitly referenced.
  • the connecting elements 30, with which the mounting base 13 of the brake caliper unit 10 is attached to the bracket 3.
  • the connecting elements 30, with which the mounting base 13 of the brake caliper unit 10 is attached to the bracket 3.
  • a rotatably mounted on one side pull and push tab 34 is provided. This is shown at
  • Two tension sensors are connected to this tension and pressure flap 34 mounted on one side, with which the forces Fi in the direction of the y-axis and F 2 'in the direction of the (negative) x-axis are measured.
  • Both pressure sensors can turn as Biegelev. Extension sensors can be arranged on the tensioning and pressure tab 34 mounted on one side or else in the bearing eye of the first chassis-side suspension point 4.
  • the second chassis-side suspension point 5 is as in the first embodiment via a double-mounted pull and push tab 33 with the associated
  • Equations 3 and 4 apply equally to the first embodiment. Again, from the measured forces Fi to F 3, both the braking force F R and the effective angle ⁇ can be calculated, as well as the mean effective braking radius r m and finally the braking torque M B.
  • FIG. 3 shows a further exemplary embodiment of a braking device according to the invention in the same representation as in FIGS. 1 and 2. Reference is again made to the description, in particular to FIG.
  • this embodiment differs in the nature of the connecting elements 30 between the bracket 3 and the mounting base 13 of the brake caliper device 10th
  • the connecting elements 30 between the bracket 3 and the mounting base 13 are clamped on both sides in this case. They are referred to below as clamped on both sides tension and pressure ribs 35, 36.
  • the tension and pressure ribs 35 and 36 are for example part of a one-piece measuring console 37, which has a double H-profile in cross-section. Similar to the one-sided mounted pull and push tab 34 of the second embodiment, a sensor system is arranged here in each of the two clamped on both sides tension and pressure ribs 35, 36, which on the one facing in the y direction and the other pointing in the x direction Kraftkom- component can measure.
  • the force acting in the y direction in the tension and pressure rib 35 clamped on both sides is designated as force Fi
  • the respective force acting in the y direction is designated as force F 2a or F 2 b.
  • strain gauges can be attached to both sides of the respective bi-directionally prestressed tension and pressure ribs 35, 36. From the sum of the strains or compressions results in the respective force component in the y direction. The difference between the two measured values of strain and compression gives the force component in the x-direction.
  • the forces Fi, F 2a , F 2 b and F 3 are measured.
  • the distance b of the tension and pressure ribs 35, 36 prestressed on both sides and the coordinates e x and e y are predetermined by the geometry of the braking device. These coordinates describe the position of the first lever point in the suspension of the mounting base 13, which in the present case is given by the position of the center of the first bi-directionally prestressed tension and compression rib 35.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un frein pour véhicule ferroviaire, comprenant un ensemble étrier (10) pouvant se monter sur un train roulant du véhicule ferroviaire par l'intermédiaire d'une console (3), et agissant sur un disque de frein par le biais d'au moins une garniture de frein (20). Des capteurs de force sont disposés sur la console (3) et/ou sur l'ensemble étrier (10) et/ou sur les éléments de liaison (30) entre la console (3) et l'ensemble étrier (10), afin de déterminer le couple de freinage (MB) agissant sur le disque de frein (1). Le frein est caractérisé en ce que les capteurs de force permettent de déterminer toutes les forces, en particulier au moins trois forces différentes (F1, F2, F2a, F2b, F3) agissant dans le plan du disque de frein (1). La présente invention concerne en outre un procédé pour déterminer un couple de freinage d'un frein.
EP17719224.2A 2016-04-20 2017-04-19 Frein pour véhicule ferroviaire et procédé de détermination d'un couple de freinage d'un frein Withdrawn EP3445634A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016107317.2A DE102016107317A1 (de) 2016-04-20 2016-04-20 Bremseinrichtung für ein Schienenfahrzeug und Verfahren zum Bestimmen eines Bremsmoments einer Bremseinrichtung
PCT/EP2017/059230 WO2017182490A1 (fr) 2016-04-20 2017-04-19 Frein pour véhicule ferroviaire et procédé de détermination d'un couple de freinage d'un frein

Publications (1)

Publication Number Publication Date
EP3445634A1 true EP3445634A1 (fr) 2019-02-27

Family

ID=58632382

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17719224.2A Withdrawn EP3445634A1 (fr) 2016-04-20 2017-04-19 Frein pour véhicule ferroviaire et procédé de détermination d'un couple de freinage d'un frein

Country Status (3)

Country Link
EP (1) EP3445634A1 (fr)
DE (1) DE102016107317A1 (fr)
WO (1) WO2017182490A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3141669A1 (fr) * 2022-11-07 2024-05-10 Faiveley Transport Amiens Système de freinage ferroviaire pour véhicule ferroviaire et véhicule ferroviaire pourvu d’un tel système

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE790038A (fr) * 1971-10-20 1973-02-01 Bergische Stahlindustrie Ensemble de montage pour fixer un frein combine a des vehicules
DE4418791C1 (de) * 1994-04-11 1995-08-31 Bergische Stahlindustrie Vorrichtung für die Messung der Bremskraft an Bremsscheiben von Schienenfahrzeugen
DE102008015873A1 (de) 2008-03-26 2009-10-01 Bombardier Transportation Gmbh Fahrzeug, insbesondere Schienenfahrzeug, mit einer Einrichtung zur Überwachung der Bremswirkung
DE102008063892B4 (de) 2008-12-19 2010-11-04 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Bremsanlage eines Schienenfahrzeugs mit Kompensation von Schwankungen der Reibbedingungen
DE102013008227A1 (de) * 2013-05-13 2014-11-13 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Vorrichtung zum Bestimmen eines Bremsmoments an einer Bremsanlage für ein Schienenfahrzeug
DE102013213618A1 (de) * 2013-07-11 2015-01-15 Siemens Aktiengesellschaft Bremsvorrichtung

Also Published As

Publication number Publication date
DE102016107317A1 (de) 2017-10-26
WO2017182490A1 (fr) 2017-10-26

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