EP3623243A1 - Präzise vorrichtung zur geschwindigkeitskontrolle eines schienenfahrzeugs - Google Patents

Präzise vorrichtung zur geschwindigkeitskontrolle eines schienenfahrzeugs Download PDF

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Publication number
EP3623243A1
EP3623243A1 EP19196936.9A EP19196936A EP3623243A1 EP 3623243 A1 EP3623243 A1 EP 3623243A1 EP 19196936 A EP19196936 A EP 19196936A EP 3623243 A1 EP3623243 A1 EP 3623243A1
Authority
EP
European Patent Office
Prior art keywords
speed
lever
target speed
equal
increment
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.)
Granted
Application number
EP19196936.9A
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English (en)
French (fr)
Other versions
EP3623243B8 (de
EP3623243B2 (de
EP3623243B1 (de
Inventor
Denis Miglianico
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 Holdings SA
Original Assignee
Alstom Transport Technologies SAS
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Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Publication of EP3623243A1 publication Critical patent/EP3623243A1/de
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Publication of EP3623243B2 publication Critical patent/EP3623243B2/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • 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 speed control device for a railway vehicle.
  • a rail vehicle speed control device comprising a lever for setting a target speed (also called “set speed” or “automatic speed control” in English), means establishment of a target speed as a function of the position of the lever, a traction or braking control handle (also called a “driving manipulator”) and means for controlling an instantaneous speed of the rail vehicle to reach the target speed established.
  • a target speed also called “set speed” or “automatic speed control” in English
  • a traction or braking control handle also called a “driving manipulator”
  • the control means transmit instructions for modifying the speed (acceleration or braking) to a traction system of the rail vehicle.
  • the control handle has a traction zone (generally towards the front), a neutral zone and a braking zone (generally towards the rear).
  • traction zone generally towards the front
  • neutral zone generally towards the neutral zone
  • braking zone generally towards the rear.
  • the driver will use the handle in traction to increase the speed of the train (or maintain the speed up) and in braking to decrease it (or maintain the speed in descent).
  • the lever is usually movable between an extreme rear position (generally located at -55 ° to a vertical axis) to indicate that the imposed speed function is not active, a neutral position (generally at -50 °) for a zero speed setpoint and an extreme forward position (generally at + 55 °) for the maximum train speed (typically 160km / h for a locomotive, 200km / h for an intercity train and 300km / h for a very high speed train) .
  • an extreme rear position generally located at -55 ° to a vertical axis
  • a neutral position generally at -50 °
  • an extreme forward position generally at + 55 °
  • the maximum train speed typically 160km / h for a locomotive, 200km / h for an intercity train and 300km / h for a very high speed train
  • the setting means When the lever is moved to the extreme forward position, the setting means impose a target speed, the greater the greater the angle between the lever and the neutral position, with a maximum when the lever is in the position extreme before.
  • the setting means impose a speed, the lower the angle between the lever and the neutral position is low, with a minimum (typically 5km / h) when the lever is in the neutral position (the extreme rear position deactivating the set speed function).
  • Such a control device is not entirely satisfactory. In particular, it is difficult, with such a device, to precisely achieve a desired speed. In addition, such a device is particularly complex and expensive.
  • the object of the invention is in particular to remedy these drawbacks, by proposing a control device allowing precise adjustment of the target speed, while being simple and economical to implement.
  • the lever according to the invention is activated in a binary manner (it is actuated or it is not), without taking into account variation in the angle between the lever and the neutral position. It is therefore not necessary to precisely position the lever to obtain a desired target speed.
  • the lever For a rapid increase or reduction in the target speed, the lever is held in the corresponding front or rear position until a target speed approaches the desired speed, then the lever is actuated punctually without being held to approach the speed precisely target of the desired speed, until reaching this desired speed.
  • a device 10 for controlling the speed of a railway vehicle There is shown in the figure, a device 10 for controlling the speed of a railway vehicle.
  • the control device 10 comprises a lever 12 for fixing a target speed, having a stable neutral position, and first and second unstable positions, called respectively front and rear positions, on either side of the neutral position.
  • the front and rear positions are unstable, in that the lever 12 includes means for returning to the neutral position when this lever 12 is in one of these front or rear positions.
  • the lever 12 has a binary behavior, that is to say that it is in the front position, respectively the rear position, as soon as it is no longer in the neutral position, by being moved forward. , respectively backwards.
  • the front or rear position is for example at an angle between 10 ° and 30 ° relative to the neutral position (generally vertical) and typically at 15 °.
  • the lever 12 is said to be “actuated punctually” when it remains in the first, respectively second, position, for a duration less than a first, respectively second, predetermined duration.
  • the lever 12 is said to be “actuated punctually” when it remains in the first, respectively second, position for a period of between 0.3 seconds and 2 seconds.
  • the lever 12 is said to be “held in position” when it remains in the first, respectively second, position for a duration strictly greater than a first, respectively second, predetermined duration, for example 2 seconds.
  • the control device 10 also comprises means 14 for establishing a target speed as a function of the position of the lever 12.
  • the control device 10 also includes a traction or braking handle 15 (also called a driving manipulator) and means 16 for controlling an instantaneous speed of the rail vehicle to reach the established target speed.
  • a traction or braking handle 15 also called a driving manipulator
  • means 16 for controlling an instantaneous speed of the rail vehicle to reach the established target speed.
  • the target speed is the speed that a driver of the rail vehicle seeks to reach, this target speed being established by the establishment means 14. Furthermore, the instantaneous speed of the rail vehicle is the effective speed of movement of the rail vehicle on the track.
  • the control means 16 are connected to a conventional system 17 for traction and braking of the rail vehicle. Such control means 16 are conventional and will therefore not be described in detail.
  • the setting means 14 are configured to increase the target speed by a first predefined increment when the handle is passed in the front position, and to increase the target speed by a second predefined increment per unit of time when the handle is held in the front position for a duration greater than said first predefined duration.
  • the setting means 14 are configured to decrease the target speed by a third predefined increment when the handle has moved into the rear position, and to decrease the target speed by a fourth predefined increment per unit of time when the handle is held in the rear position for a duration greater than said second predefined duration.
  • the first increment is equal to the third increment.
  • the first and third increments are each equal to 1 km / h.
  • the target speed is incremented, respectively decremented, by 1 km / h. This allows precise adjustment of the target speed.
  • the first and third increments may be different.
  • the second increment is equal to the fourth increment.
  • the second and fourth increments are equal to 5km / h when the target speed is less than or equal to 160 km / h, and equal to 10 km / h when the target speed is greater than 160 km / h.
  • the second and fourth increments can be different.
  • the first and second time units are variable as a function of the duration of activation of the lever 12.
  • the speed is incremented in steps of 1 km / h during the first 3 seconds then of 5 or 10 km / h every following seconds. This allows the target speed to be changed quickly.
  • the setting means 14 comprise a control element for resetting the target speed making it possible to choose three management modes: the regulator mode, the limiter mode or the "no imposed speed" mode.
  • the default mode is regulator mode.
  • a first actuation forward on lever 12 will set the imposed speed.
  • the driver will act on the handle 15 to more or less quickly reach the target speed depending on the level of traction. Once the speed has been reached, the driver no longer needs to act on the handle 15. As soon as he moves the handle 15 in the braking zone, the speed setpoint becomes inactive.
  • the driver In the limiter mode, the driver will be able to act on the driving manipulator in traction or in braking and the system ensures that the target speed will never be exceeded.
  • the establishment means 14 also comprise a member for fixing the target speed to a predefined value, chosen from a set of at least one predefined value.
  • the target speed can be easily fixed equal to a predefined value chosen from the set, without requiring manipulation of the lever 12.
  • the control device 10 also comprises display means 18, in particular configured to display the instantaneous speed of the rail vehicle.
  • the display means 18 also display the target speed.
  • control device 10 also includes speed limitation means, making it possible to set a maximum speed that the target speed and / or the instantaneous speed cannot exceed.
  • This maximum speed can be set by the driver, or set automatically based on the position of the rail vehicle on its route.
  • connection network 20 of conventional type, of any conceivable type.
  • the method firstly comprises the predetermination of a desired speed, by the driver himself, or by external instruction (for example announcement of a speed limit on the railway).
  • the driver compares the desired speed with the instantaneous speed, which is displayed by the display means 18. If the desired speed is different from the instantaneous speed, the driver will act to modify this instantaneous speed.
  • the target speed reset control element first actuates the target speed reset control element, to fix the target speed so that it is equal to the instantaneous speed when the control element is activated.
  • the control element being generally formed by the lever 12, this reset is carried out by actuating this lever 12 forwards.
  • the lever 12 is then either returned to its neutral position in order to be actuated again, or held in position to directly modify the target speed.
  • the lever 12 When the desired speed is greater than the instantaneous speed of the rail vehicle, the lever 12 is actuated towards its front position.
  • the lever 12 is actuated punctually, several times until the target speed reaches the desired speed.
  • the lever 12 is kept in the forward position until the target speed is close to the desired speed. Then, the lever 12 is actuated punctually towards its front or rear position to correct the target speed until it is equal to the desired speed.
  • the lever 12 When the desired speed is lower than the instantaneous speed of the rail vehicle, the lever 12 is actuated towards its rear position.
  • the lever 12 is actuated punctually, several times until the target speed reaches the desired speed.
  • the lever 12 is held in the rear position until the target speed is close to the desired speed. Then, the lever 12 is actuated punctually towards its front or rear position to correct the target speed until it is equal to the desired speed.
  • the control means 16 control the traction / braking system 17 in real time as the target speed changes, to simultaneously modify the instantaneous speed towards this target speed.
  • the display means they display the instantaneous speed, and preferably also the target speed, in real time.
  • the driver can select a target speed from a set of predefined values, then act on the lever 12 to modify this target speed if it is different from the desired speed.
  • the speed limitation means check the instantaneous speed and the target speed, to prohibit the exceeding of the maximum speed.
EP19196936.9A 2018-09-14 2019-09-12 Präzise vorrichtung zur geschwindigkeitskontrolle eines schienenfahrzeugs Active EP3623243B8 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1858318A FR3085929B1 (fr) 2018-09-14 2018-09-14 Dispositif precis de controle de vitesse de vehicule ferroviaire

Publications (4)

Publication Number Publication Date
EP3623243A1 true EP3623243A1 (de) 2020-03-18
EP3623243B1 EP3623243B1 (de) 2021-01-20
EP3623243B2 EP3623243B2 (de) 2023-09-27
EP3623243B8 EP3623243B8 (de) 2023-12-13

Family

ID=63963245

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19196936.9A Active EP3623243B8 (de) 2018-09-14 2019-09-12 Präzise vorrichtung zur geschwindigkeitskontrolle eines schienenfahrzeugs

Country Status (2)

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EP (1) EP3623243B8 (de)
FR (1) FR3085929B1 (de)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008009443A1 (de) * 2006-07-20 2008-01-24 Bombardier Transportation Gmbh Steuereinrichtung und verfahren zum steuern eines schienenfahrzeuges
DE102009025553A1 (de) * 2009-06-16 2010-12-23 Siemens Aktiengesellschaft Bedieneinrichtung und Verfahren zu deren Betrieb
EP3205552A1 (de) * 2016-02-15 2017-08-16 ALSTOM Transport Technologies Fahrerassistenzvorrichtung für ein schienenfahrzeug, die progressive anzeigemittel für anweisungen umfasst

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2451058A (en) † 1939-07-06 1948-10-12 David S Bennetch Semiautomatic automotive transmission with governor-synchronized gears
US4602335A (en) † 1983-08-10 1986-07-22 K.C. Southern Railway Company Fuel efficient control of multiple unit locomotive consists
DE4338098C2 (de) † 1993-11-08 1996-09-05 Daimler Benz Ag Bedienhebel für eine Geschwindigkeitsregelanlage eines Kraftfahrzeuges
DE19719475A1 (de) † 1997-05-07 1998-11-12 Man Nutzfahrzeuge Ag Bedienteile, Bedienmanagement und optische Anzeigen für einen Fahrgeschwindigkeitsregler und einen abstandsgeregelten Fahrgeschwindigkeitsregler
DE102005012715A1 (de) † 2005-03-19 2006-05-04 Audi Ag Steuereinrichtung für ein Personenbeförderungsmittel

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008009443A1 (de) * 2006-07-20 2008-01-24 Bombardier Transportation Gmbh Steuereinrichtung und verfahren zum steuern eines schienenfahrzeuges
DE102009025553A1 (de) * 2009-06-16 2010-12-23 Siemens Aktiengesellschaft Bedieneinrichtung und Verfahren zu deren Betrieb
EP3205552A1 (de) * 2016-02-15 2017-08-16 ALSTOM Transport Technologies Fahrerassistenzvorrichtung für ein schienenfahrzeug, die progressive anzeigemittel für anweisungen umfasst

Also Published As

Publication number Publication date
FR3085929A1 (fr) 2020-03-20
FR3085929B1 (fr) 2020-12-04
EP3623243B8 (de) 2023-12-13
EP3623243B2 (de) 2023-09-27
EP3623243B1 (de) 2021-01-20

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