EP3623243B2 - Präzise vorrichtung zur geschwindigkeitskontrolle eines schienenfahrzeugs - Google Patents

Präzise vorrichtung zur geschwindigkeitskontrolle eines schienenfahrzeugs Download PDF

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Publication number
EP3623243B2
EP3623243B2 EP19196936.9A EP19196936A EP3623243B2 EP 3623243 B2 EP3623243 B2 EP 3623243B2 EP 19196936 A EP19196936 A EP 19196936A EP 3623243 B2 EP3623243 B2 EP 3623243B2
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European Patent Office
Prior art keywords
speed
lever
target speed
equal
increment
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Application number
EP19196936.9A
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English (en)
French (fr)
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EP3623243B1 (de
EP3623243B8 (de
EP3623243A1 (de
Inventor
Denis Miglianico
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Alstom Holdings SA
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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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • 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 railway vehicle speed control device comprising a lever making it possible to set a target speed (also called “imposed speed” or “automatic speed control” in English), means for establishing 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 railway vehicle to reach the target speed established.
  • a target speed also called “imposed speed” or “automatic speed control” in English
  • a traction or braking control handle also called a “driving manipulator”
  • the control means transmit speed modification instructions (acceleration or braking) to a traction system of the railway vehicle.
  • the control handle has a traction zone (usually forward), a neutral zone and a braking zone (usually rearward). Usually the driver will use the handle when traction to increase the speed of the train (or maintain the speed uphill) and when braking to decrease it (or maintain the speed downhill).
  • the lever is usually movable between an extreme rear position (generally located at -55° relative 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 speed of the train (typically 160km/h for a locomotive, 200km/h for an intercity train and 300km/h for a very high speed train) .
  • the establishment means When the lever is moved towards the extreme front position, the establishment means impose a target speed, all the greater as the angle between the lever and the neutral position is important, with a maximum when the lever is in the position extreme front.
  • the establishment means impose a speed, all the lower as the angle between the lever and the neutral position is small, with a minimum (typically 5km/h) when the lever is in the neutral position (the extreme rear position deactivates the imposed speed function).
  • Such a control system does not give complete satisfaction.
  • such a device is particularly complex and expensive.
  • the invention aims 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 invention relates in particular to a speed control device according to claim 1.
  • 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 rapid increase, or reduction, of the target speed, the lever is held in the corresponding forward or reverse position until a target speed approaching the desired speed is obtained, then the lever is actuated occasionally without being held to precisely approach the speed target the desired speed, until the desired speed is reached.
  • the invention also relates to a method for controlling the speed of a railway vehicle, according to claim 7.
  • 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 setting a target speed, having a stable neutral position, and first and second unstable positions, respectively called front and rear positions, on either side of the neutral position.
  • the front and rear positions are unstable, in that the lever 12 includes return means towards 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 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 towards the rear.
  • 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°.
  • lever 12 is in the forward position, and as soon as the angle between lever 12 and the neutral position is equal to -15°, then lever 12 is in the rear position.
  • the lever 12 is said to be “punctually actuated” 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 “punctually actuated” 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 railway 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 railway vehicle to reach the established target speed.
  • the target speed is the speed that a driver of the railway vehicle seeks to achieve, this target speed being established by the establishment means 14.
  • the instantaneous speed of the railway vehicle is the effective speed of movement of the railway vehicle on the railway track.
  • the control means 16 are connected to a conventional traction and braking system 17 of the railway vehicle. Such control means 16 are conventional and will therefore not be described in detail.
  • the establishing means 14 are configured to increase the target speed by a first predefined increment when the handle is moved to the forward position, and to increase the target speed by a second predefined increment per unit of time when the handle is held in the forward position for a duration greater than said first predefined duration.
  • the establishment means 14 are configured to reduce the target speed by a third predefined increment when the handle is moved to the rear position, and to reduce 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 5 km/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 may be different.
  • the first and second time units are variable depending on the duration of activation of the lever 12.
  • the speed is incremented in steps of 1 km/h during the first 3 seconds then by 5 or 10 km/h every following second. This allows for rapid modification of the target speed.
  • the establishment means 14 comprise a control element for resetting the target speed making it possible to choose three management modes: regulator mode, limiter mode or “no imposed speed” mode.
  • the default mode is regulator mode.
  • a first forward actuation of lever 12 will set the imposed speed.
  • the driver will act on the handle 15 to reach the target speed more or less quickly depending on the traction level. Once the speed is reached, the driver no longer needs to act on the handle 15. As soon as he moves the handle 15 into the braking zone the speed setpoint becomes inactive.
  • the driver In limiter mode, the driver will be able to act on the driving joystick during traction or braking and the system ensures that the target speed will never be exceeded.
  • the establishing means 14 further 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 easily be set equal to a predefined value chosen overall, 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 railway 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 depending on the position of the rail vehicle on its route.
  • connection network 20 of conventional type, of any conceivable type.
  • the method firstly involves 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 operates the target speed reset control element, to set the target speed so that it is equal to the instantaneous speed when the control element is activated.
  • the control element generally being formed by the lever 12, this reset is carried out by operating this lever 12 forward.
  • 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.
  • lever 12 When the desired speed is greater than the instantaneous speed of the railway vehicle, lever 12 is actuated towards its forward position.
  • the lever 12 is actuated occasionally, several times until the target speed reaches the desired speed.
  • the lever 12 is held in the forward position until the target speed is close to the desired speed. Then, the lever 12 is actuated occasionally towards its forward or reverse 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 railway vehicle, the lever 12 is actuated towards its rear position.
  • the lever 12 is actuated occasionally, 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 occasionally towards its front or rear position to correct the target speed until it equals 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 for their part display the instantaneous speed in real time, and preferably also the target speed.
  • 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 exceeding the maximum speed.

Landscapes

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

Claims (7)

  1. Vorrichtung (10) zur Steuerung der Geschwindigkeit eines Schienenfahrzeugs, umfassend einen Hebel (12) zum Festlegen einer Zielgeschwindigkeit, Einrichtungen (14) zum Einstellen der Zielgeschwindigkeit abhängig von der Position des Hebels (12) und Einrichtungen (16) zum Steuern einer momentanen Geschwindigkeit des Schienenfahrzeugs, um die eingestellte Zielgeschwindigkeit zu erreichen, wobei:
    - der Hebel (12) zwischen einer stabilen neutralen Position und einer ersten und einer zweiten instabilen Position, die jeweils als vordere und hintere Position bezeichnet werden, auf beiden Seiten der neutralen Position beweglich ist,
    - die Einstelleinrichtungen (14) konfiguriert sind, um die Zielgeschwindigkeit um ein erstes vordefiniertes Inkrement zu erhöhen, wenn der Hebel (12) punktuell in die Vorwärtsposition bewegt wird, und die Zielgeschwindigkeit um ein zweites vordefiniertes Inkrement pro Zeiteinheit zu erhöhen, wenn der Hebel (12) über eine Zeitdauer, die größer ist als eine erste vordefinierte Zeitdauer, in der Vorwärtsposition gehalten wird,
    - die Einstelleinrichtungen (14) konfiguriert sind, um die Zielgeschwindigkeit um ein drittes vordefiniertes Inkrement zu verringern, wenn der Hebel (12) punktuell in die Rückwärtsposition bewegt wird, und die Zielgeschwindigkeit um ein viertes vordefiniertes Inkrement pro Zeiteinheit zu verringern, wenn der Hebel (12) länger als eine zweite vordefinierte Zeitdauer in der Rückwärtsposition gehalten wird, und
    - die Einstelleinrichtungen (14) umfassend ein Rücksetz-Steuerelement der Zielgeschwindigkeit, das konfiguriert ist, um die Zielgeschwindigkeit gleich wie die momentane Geschwindigkeit festzulegen, wenn dieses Steuerelement aktiviert wird, dadurch gekennzeichnet, dass das Rücksetz-Steuerelement durch den Hebel (20) ist, wenn er betätigt wird, nachdem er über eine Zeitdauer, die größer ist als eine dritte vordefinierte Zeitdauer, in der stabilen Position verblieben ist.
  2. Steuervorrichtung (10) nach Anspruch 1, wobei das erste Inkrement gleich wie das dritte Inkrement ist, beispielsweise gleich wie 1 km/h.
  3. Steuervorrichtung (10) nach Anspruch 1 oder 2, wobei das zweite Inkrement gleich wie das vierte Inkrement ist, beispielsweise gleich wie 5 km/h, wenn die Zielgeschwindigkeit kleiner als oder gleich wie 160 km/h ist, und gleich wie 10 km/h, wenn die Zielgeschwindigkeit größer als 160 km/h ist.
  4. Steuervorrichtung (10) nach einem der vorhergehenden Ansprüche, wobei die Einstelleinrichtungen (14) ein Organ zum Festlegen der Zielgeschwindigkeit auf einen vordefinierten Wert umfassen, der ausgewählt ist aus einem Satz von mindestens einem vordefinierten Wert.
  5. Steuervorrichtung (10) nach einem der vorhergehenden Ansprüche, umfassend Einrichtungen zur Geschwindigkeitsbegrenzung, die eine Höchstgeschwindigkeit festlegen, die von der Zielgeschwindigkeit und/oder der momentanen Geschwindigkeit nicht überschritten werden darf.
  6. Steuervorrichtung (10) nach einem der vorherigen Ansprüche, umfassend einen Griff (15) zur Steuerung von Antrieb oder Bremsen.
  7. Verfahren zum Überwachen der Geschwindigkeit eines Schienenfahrzeugs mittels einer Steuervorrichtung (10) nach einem der vorherigen Ansprüche, umfassend:
    - die Vorgabe einer gewünschten Geschwindigkeit,
    - wenn die gewünschte Geschwindigkeit größer ist als die momentane Geschwindigkeit des Schienenfahrzeugs, Betätigen des Hebels (12) in seine Vorwärtsposition, wobei der Hebel (12) in dieser Vorwärtsposition gehalten wird, bis die Zielgeschwindigkeit nahe an der gewünschten Geschwindigkeit ist, und dann punktuelles Betätigen des Hebels (12) in seine Vorwärts- oder Rückwärtsposition, um die Zielgeschwindigkeit zu korrigieren, bis sie gleich wie die gewünschte Geschwindigkeit ist, oder
    - wenn die gewünschte Geschwindigkeit geringer ist als die momentane Geschwindigkeit des Schienenfahrzeugs, Betätigen des Hebels (12) in seine Rückwärtsposition, wobei der Hebel (12) in dieser Rückwärtsposition gehalten wird, bis die Zielgeschwindigkeit nahe an der gewünschten Geschwindigkeit ist, und dann punktuelles Betätigen des Hebels (12) in seine Vorwärts- oder Rückwärtsposition, um die Zielgeschwindigkeit zu korrigieren, bis sie gleich wie die gewünschte Geschwindigkeit ist.
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 EP3623243A1 (de) 2020-03-18
EP3623243B1 EP3623243B1 (de) 2021-01-20
EP3623243B2 true EP3623243B2 (de) 2023-09-27
EP3623243B8 EP3623243B8 (de) 2023-12-13

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FR (1) FR3085929B1 (de)

Citations (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
EP0134704B1 (de) † 1983-08-10 1989-01-25 The Kansas City Southern Railway Company Verfahren und Vorrichtung zum Steuern des Brennstoffverbrauchs bei Zügen mit mehreren Lokomotiven
DE4338098C2 (de) † 1993-11-08 1996-09-05 Daimler Benz Ag Bedienhebel für eine Geschwindigkeitsregelanlage eines Kraftfahrzeuges
EP0876936B1 (de) † 1997-05-07 2005-06-15 MAN Nutzfahrzeuge Aktiengesellschaft Bedieneinrichtung für einen Fahrgeschwindigkeitsregler und einen abstandsgeregelten Fahrgeschwindigkeitsregler
DE102005012715A1 (de) † 2005-03-19 2006-05-04 Audi Ag Steuereinrichtung für ein Personenbeförderungsmittel

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006034125B3 (de) * 2006-07-20 2008-02-21 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
FR3047717B1 (fr) * 2016-02-15 2020-09-25 Alstom Transp Tech Dispositif d'aide a la conduite pour un vehicule ferroviaire, comprenant des moyens progressifs d'indication d'instructions

Patent Citations (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
EP0134704B1 (de) † 1983-08-10 1989-01-25 The Kansas City Southern Railway Company Verfahren und Vorrichtung zum Steuern des Brennstoffverbrauchs bei Zügen mit mehreren Lokomotiven
DE4338098C2 (de) † 1993-11-08 1996-09-05 Daimler Benz Ag Bedienhebel für eine Geschwindigkeitsregelanlage eines Kraftfahrzeuges
EP0876936B1 (de) † 1997-05-07 2005-06-15 MAN Nutzfahrzeuge Aktiengesellschaft Bedieneinrichtung für einen Fahrgeschwindigkeitsregler und einen abstandsgeregelten Fahrgeschwindigkeitsregler
DE102005012715A1 (de) † 2005-03-19 2006-05-04 Audi Ag Steuereinrichtung für ein Personenbeförderungsmittel

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
ANONYM: "Audi A4 Owner's Manual", AUDI AG, 1 July 2007 (2007-07-01), pages 1 - 342, Retrieved from the Internet <URL:https://ownersmanuals2.com/audi/a4-s4-2008-owners-manual-65260> †

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Publication number Publication date
EP3623243B1 (de) 2021-01-20
EP3623243B8 (de) 2023-12-13
FR3085929A1 (fr) 2020-03-20
EP3623243A1 (de) 2020-03-18
FR3085929B1 (fr) 2020-12-04

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