EP3645353A1 - Véhicule ferroviaire comportant une fonction d'aide au démarrage se fondant sur des forces de freinage par friction - Google Patents

Véhicule ferroviaire comportant une fonction d'aide au démarrage se fondant sur des forces de freinage par friction

Info

Publication number
EP3645353A1
EP3645353A1 EP18735506.0A EP18735506A EP3645353A1 EP 3645353 A1 EP3645353 A1 EP 3645353A1 EP 18735506 A EP18735506 A EP 18735506A EP 3645353 A1 EP3645353 A1 EP 3645353A1
Authority
EP
European Patent Office
Prior art keywords
force
friction
brake
standstill
rail vehicle
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Withdrawn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
EP18735506.0A
Other languages
German (de)
English (en)
Inventor
Philippe Artru
Reinhard Loebner
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 Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=62791709&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP3645353(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP3645353A1 publication Critical patent/EP3645353A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • B60L15/2081—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off for drive off on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/52—Torque sensing, i.e. wherein the braking action is controlled by forces producing or tending to produce a twisting or rotating motion on a braked rotating member
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
    • G01L5/28—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for testing brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention is based on a rail vehicle with a friction-force-based braking device controlled by an electronic control device, an electric traction drive controlled by the electronic control device, which drives the rail vehicle, an input device by means of which a signal representing a start-up request can be input into the electronic control device, wherein the electronic control device is implemented a traction assistance function by which a release of the friction-force-based braking device and an activation of the electric traction drive is controlled at a transition from a detected stop to a driving state, when received by the electronic control device, the signal representing a starting request from the input device, according to the preamble of claim 1.
  • Such a rail vehicle is known for example from DE 10 2009 005 624 A1.
  • the traction force of the traction drive and the braking force must be controlled in a coordinated manner in order to prevent the rail vehicle from being hit during start-up, for example. rolling back on a slope route. It can come in particular to a jerky start, which affects the comfort of the passengers. It has therefore been proposed to coordinate the control of the braking force and the control of the traction force, on the one hand to prevent rolling back and on the other hand to improve the comfort.
  • the driver of the rail vehicle does not need to operate the service or parking brake system. With this comfort function, the brake is released when starting only when the traction drive provides sufficient torque to prevent rolling back of the rail vehicle.
  • such a traction aid is implemented in a rail vehicle by detecting a rolling back of the rail vehicle when starting from standstill from the course of the measured speed and then controlling the traction force of the traction drive with the aid of this measured speed.
  • passive speed sensors only from a certain speed limit detect a non-zero speed and on the other hand, that the rail vehicle when starting from a standstill must first roll back a bit before the control of the traction drive can be active.
  • the invention is based on the object, a rail vehicle with traction help function by the simplest possible means such that the disadvantages described above can be avoided.
  • the invention is based on a rail vehicle having a friction-force-based braking device controlled by an electronic control device, an electric traction drive controlled by the electronic control device, which drives the rail vehicle, an input device by means of which a first signal representing a start-up request can be input into the electronic control device in the electronic control device, a traction assist function is implemented, by which a release of the friction-force-based braking device and an activation of the electric traction drive at is controlled a transition from a detected stop to a driving condition when the electronic control device has received the first signal representing the approaching request from the input device.
  • a sensor device which contains at least the stationary friction braking force holding the rail vehicle at a detected standstill and / or the stationary friction braking torque holding the rail vehicle at a detected standstill or one derived from the standstill friction braking force and / or from the standstill friction braking torque Detected directly and indirectly and generates a third signal dependent on the detected standstill friction braking force and / or the detected standstill friction braking torque or the detected derived standstill size and drives in the control device, and that the electronic control device is designed to as part of the traction help function, the friction-force-based braking device and in particular also controls the traction drive depending on the third signal when it has received the first signal representing the approach request.
  • the standstill friction braking force corresponds approximately to the static friction force at the effective locations between the brake disk and the brake linings.
  • This adhesive driving force then constitutes a circumferential force because it acts tangentially with respect to the circular circumferential direction of the brake disk. From this static friction force can then be determined as a product of the standstill friction braking force and the lever arm between the center axis of the brake disc and the effective sites readily standstill friction braking torque.
  • Indirectly detecting the standstill friction braking force and / or the stall friction braking torque or the quantity derived therefrom is understood to mean, for example, an element somewhere within the power flow between the frictional contact of the friction partners of the friction based braking device and a coupling of mechanical elements of the braking device Measured on a car body or chassis of the rail vehicle reaction force and then measured the standstill friction braking force and / or the standstill friction braking torque from this measured reaction force and the present geometric relationships such as Lever arms is determined.
  • the sensor device is also configured to directly or indirectly detect a starting friction braking force and / or a starting friction braking torque or a starting variable derived from the starting friction braking force and / or from the starting friction braking torque, wherein the detection of the starting torque is Friction braking force and / or the starting friction braking torque during a transition from the detected standstill to a driving state in which the friction-force-based braking device has just been transferred to a fully released state, and that the third signal (also) depending on the detected start-up Friction brake force and / or produced by the detected starting friction braking torque or by the detected derived starting-size and einêtt in the electronic control device.
  • the completely released state of the friction-force-based braking device is determined, for example, by the sensor device in that then the summarized frictional braking force and / or the detected friction braking torque is approximately equal to zero.
  • the starting frictional braking force approximately corresponds to the sliding frictional force at the effective locations between the brake disc and the brake linings.
  • This sliding frictional force also constitutes a circumferential force because it acts tangentially with respect to the circular circumferential direction of the brake disk. From this sliding frictional force can then be determined as a product of the starting friction braking force and the lever arm between the center axis of the brake disc and the active sites readily the starting friction braking torque.
  • the starting friction braking force and / or the starting friction braking torque or the starting variable derived therefrom By indirectly detecting the starting friction braking force and / or the starting friction braking torque or the starting variable derived therefrom, it is to be understood that, for example, an element somewhere within the power flow between the frictional contact of the friction partners of the friction-based braking device and a coupling of measured reaction force on a car body or chassis of the rail vehicle and then the starting friction braking force and / or the starting friction braking torque from this measured reaction force and the present geometric relationships such as Lever arms is determined.
  • the electronic control device may be configured to calculate a downhill force acting on the rail vehicle on the basis of the third signal (in particular dependent on the detected standstill friction braking force and / or on the detected standstill friction braking torque or on the derived standstill size) or estimates and controls the friction-force-based braking device and / or the traction drive as part of the traction assistance function depending on the calculated or estimated downgrade force.
  • the downgrade force represents an example of a stall amount derived from the detected stall friction braking force and / or the detected stall friction braking torque.
  • This training measure is based on the idea that the tendency of the rail vehicle to roll back to the starting pressure is greater, the greater is the downhill power and the smaller the lower the downhill power is and therefore a correspondingly higher or lower starting force provided by the traction drive must, on the one hand to prevent rolling back of the rail vehicle and on the other hand, the starting pressure.
  • a traction force or a corresponding traction torque in relation to the currently existing downgrade force can be provided controlled by the traction drive by the electronic control device, by which (s) a rollback and a starting jerk are just avoided.
  • the starting traction force or starting traction torque applied by the traction drive when starting off from standstill within the traction aid is preferably (also) dependent on the gradient acting on the rail vehicle on inclines under the premise of a jerk-free and non-traction approach
  • Downgrade force determined which in turn is calculated or estimated on the basis of the third signal from the electronic control device.
  • the invention can be implemented with simple means, because for this purpose only a determination or measurement of the stationary and / or starting friction brake force and / or the stall and / or starting friction braking torque within the friction-based braking device and an implementation of a corresponding evaluation software in the electronic control device are necessary.
  • the friction-force-based braking device preferably has at least one disc brake device assigned to a wheel or a wheel set and attached to a chassis, which has at least one brake pad which comes into frictional contact with brake disc for brake release and brake contact for brake release, a brake caliper connected to the at least one brake pad and a brake housing, on which the brake caliper is mounted.
  • the sensor device may comprise at least one sensor which is arranged and configured on or in the disc brake device and / or on or in the console and / or on at least one bearing point of the console on the chassis, that the sensor at least at standstill and / or during Approaching the rail vehicle directly or indirectly measures the friction braking force acting on the brake disk or the frictional braking torque acting on the brake disk and then generates the third signal.
  • friction braking force or “friction braking torque” should be understood to mean at least the standstill friction braking force and / or the starting friction braking force or the standstill friction braking torque and / or the starting friction braking torque.
  • the lever arm between the joint bearing and the support is authoritative.
  • two mutually spaced sensors arranged on or in the console or at their bearings on Car body be arranged, between which then in relation to the reaction forces measured by them then a lever arm is present, from which the electronic control device can then easily on the friction brake torque or the friction brake force.
  • the senor may be formed by a force measuring sensor, such as by a strain gage strain gauge with associated electronic bridge circuit, e.g. in the electronic control device or by a working on the basis of thin-film technology (DFT) sensor.
  • a force measuring sensor such as by a strain gage strain gauge with associated electronic bridge circuit, e.g. in the electronic control device or by a working on the basis of thin-film technology (DFT) sensor.
  • DFT thin-film technology
  • At least one pressure measuring sensor can be provided which, in the case of a pneumatic disc brake device, measures the brake pressure and activates it in the electronic braking device, from which it uses an implemented algorithm in which the known geometric dimensions of the one or more pneumatic or hydraulic braking force generator (s) of the disc brake device determines the normal force acting on the brake disc and from this and the static friction coefficient or coefficient of sliding friction then the friction braking force and compares this value with the value obtained on the basis of the force measuring sensor.
  • s pneumatic or hydraulic braking force generator
  • the friction-force-based braking device can be formed by an active friction-force-based electro-pneumatic or electro-hydraulic service brake device or by a passive friction-force-based electro-pneumatic spring brake device or by a friction-force-based electro-mechanical brake device.
  • the rail vehicle 1 shown in Figure 1 according to a preferred embodiment of the invention, for example, three bogies 2, each with two axes 4 and is held here, for example, braked on a slope distance.
  • the rail vehicle 1 has an electronic control device 6, which may be formed as a single unit or unit or functionally divided into a plurality of separate control devices.
  • This electronic control device 6 shown in FIG. 3 and FIG. 4 for reasons of simplicity of illustration, controls not only an electro-pneumatic service brake device but also an electric traction drive of the rail vehicle. Also, not shown here electro-pneumatic parking brake device is preferably controlled by the electronic control device 6.
  • the electronic control device 6 furthermore receives a first signal 8 by means of a first signal line 10 from an input device 12 indicated in FIGS. 3 and 4, by way of which a driver controls the traction drive in the forward direction. can control the time spent by the traction drive Antnebs intricate.
  • the electronic control device 6 then controls a traction request signal, which is dependent on the first signal 8 and on safety and / or comfort functions, in the traction drive in order to drive the rail vehicle 1 accordingly.
  • the electro-pneumatic service brake device and the electro-pneumatic parking brake device which has as a force generator, for example, passive spring brake cylinders, for example, each equipped with an electro-pneumatic, controlled by the electronic control device valve device 14 ( Figure 3 and Figure 4). From the electro-pneumatic valve device 14 of the electro-pneumatic service brake device, a pneumatic line 16 is pulled to pneumatic disc brake devices 18.
  • a force generator for example, passive spring brake cylinders, for example, each equipped with an electro-pneumatic, controlled by the electronic control device valve device 14 ( Figure 3 and Figure 4).
  • a pneumatic line 16 is pulled to pneumatic disc brake devices 18.
  • a brake pressure sensor 20 is preferably arranged, which measures the pneumatic brake pressure fed into the disc brake device 18 and feeds back a corresponding brake pressure signal as a second signal 21 via a second signal line 22 into the electronic control device 6, for example within one into the electronic control device 6 implemented brake pressure control to measure an measured by the brake pressure sensor actual brake pressure to a desired brake pressure, which corresponds to a brake request signal.
  • a traction help function is implemented, which provides an automated assistance when starting the rail vehicle 1, in particular on gradients as in Figure 1, by the rolling back or a starting pressure is prevented.
  • the driver of the rail vehicle 1 does not need to operate the service or parking brake system.
  • the service brake device for example, is only released when the traction drive provides sufficient torque to prevent the rail vehicle 1 from rolling back. Consequently, the control of the electro-pneumatic braking device and of the electric traction drive is coordinated with the aid of this traction aid function when starting the rail vehicle 1 in the situation shown in FIG. 1 (approaching the downhill force).
  • FIG. 2 shows a schematic plan view of a pneumatic disc brake device 18, as is present here, for example, on each axle of the bogies of the rail vehicle.
  • a respective brake disc 24 is present here, for example, two pliers levers 26 of a brake caliper 28 fastened to the brake disc 24
  • the brake linings 30 are each attached to one end of a caliper lever 26 of the brake caliper 28 in Bremszuspannfall rubbing cooperating brake pads.
  • the brake caliper 28 is attached to a brake housing 32 at one or more bearings on a console 34, which in turn is mounted on the bogie 2 by bearings 36. Exemplary embodiments of such a console 34 are shown in FIG. 3 and in FIG.
  • FIG 2 is not directly visible in the brake housing 32 of the pneumatic disc brake device 18, a pneumatic brake cylinder arranged as a force generator, which acts on the caliper levers 26 of the brake caliper 28 driving.
  • the brake disk 24 rotates about a rotation axis 38.
  • the brake linings 30 are arranged laterally to the brake disk 24 and in particular in a tolerance range parallel to the side surfaces of the brake disk 24.
  • the active surfaces of the brake pads 30 each cover a portion of a side surface of the brake disc 24.
  • the brake caliper 28 has in the embodiment of a U-shape.
  • this electro-pneumatic valve device 14 By an input from the electronic control device 6 via an electrical control line 40 in the electro-pneumatic valve device application signal, this electro-pneumatic valve device 14 generates a pneumatic brake pressure with which the pneumatic brake cylinder of the disc brake device 18 is vented, in which case the pliers lever 28, the two brake pads 30 bring in frictional contact with the brake disc 24 and here symbolized by arrows normal forces F N, a frictional force between the brake pads 30 and the brake disc 24 is generated, which are aligned parallel to the side surfaces of the brake disc 24.
  • a friction braking force F H R is generated by each of the disk brake devices 18, which are also shown as an arrow in FIGS.
  • this frictional braking force F H R corresponds in each case to the static frictional force, which results from brake friction linings 24, 30 based on the respective coefficient of static friction between the friction partners. Therefore, the total friction braking force F H R, ie the total friction braking force acting on the rail vehicle 1 at standstill, the sum of the friction braking forces F H R at the action points between the brake disc 24 and the brake pads 30.
  • This friction brake force F H R represents then a circumferential force, because it acts tangentially with respect to the circular circumferential direction of the brake disk 24, as can be easily imagined from the arrows representing the friction braking force F H R in FIG. 3 and FIG.
  • the rail vehicle 1 is therefore in the situation of Fig. 1 in a state decelerated by the disc brake devices 18 and at a standstill, which is detected by suitable sensors e.g. is detected by speed sensors.
  • a sensor device which detects the rail brake vehicle in the detected standstill holding friction braking forces F H R of the disc brake devices 18 here, for example, indirectly.
  • the sensor device is also designed to directly or indirectly detect a starting friction braking force F H R and / or a starting friction braking torque M H R or a starting amount derived from the starting friction braking force and / or the starting friction braking torque, wherein the detection of the starting friction braking force F H R and / or the starting friction braking torque M H R takes place during a transition from the detected standstill to a driving state in which the friction-force-based braking device has just been transferred to a fully released state.
  • the fully released state of the friction-based Scheibenbremseinnchtung example determined by the sensor device that then the detected friction braking force F H R and / or the detected friction braking torque M H R is approximately equal to zero.
  • the sensor device is then designed such that it respectively activates a third signal 42 which is dependent on the friction braking force F H R, which is indirectly detected here, or which represents it, via a third signal line 44 into the electronic control device 6.
  • a third signal 42 which is dependent on the friction braking force F H R, which is indirectly detected here, or which represents it, via a third signal line 44 into the electronic control device 6.
  • generation of the third signal 42 on the basis of the directly or indirectly detected friction braking torque M H R is possible.
  • the directly or indirectly detected friction braking force F HR represents a static friction braking force (standstill) or a sliding friction braking force (starting) and the directly or indirectly detected friction braking torque M H R is a static friction braking torque (standstill) or a sliding friction braking torque (starting).
  • the brake housing 32 When the rail vehicle is at a standstill, the brake housing 32 is pivoted about the pivot bearing 46 as a result of the frictional braking force F H R created by the friction contact of the brake pads 24, thereby generating a reaction force, for example, as a tensile force in the support 50, which, for example, on the support 50 arranged force measuring sensor 48 of the sensor device measures and reports to the electronic control device 6 via the third 44 signal line.
  • the frictional braking force F H R generated by the disc brake device 18 is then determined on the basis of the third signal 42 of the force measuring sensor 48 and of the lever arm between the pivot bearing 46 and the support 50.
  • the frictional braking force F H R generated by the disc brake device 18 can be determined based on the signal of the brake pressure sensor 20, for example by an implemented algorithm, on the basis of stored geometric dimensions of the pneumatic brake cylinder of the disc brake device 18 on the brake disc 24 acting normal force F N and from this and the adhesion friction coefficients or the sliding friction coefficient then the friction braking force F H R is determined.
  • the signal of the brake pressure sensor 20 and the signal of the force measuring sensor 48 for mutual plausibility and monitoring within the electronic control device 6 can be used.
  • it is an indirect detection of the friction braking force F H R because this is just not measured directly at the effective locations between the brake pads 30 and the brake disc 24.
  • the traction help function then coordinates when starting the rail vehicle 1 from the situation shown in Figure 1 on a input via the input device 12 representing a desire to start representing first signal 8 out the release of the disc brake means 18 of the rail vehicle and the activation ie in starting the electric Traction drive and optionally also the size of the traction drive generated by the traction drive or the starting torque generated by the traction drive on the basis of the third signal 42, which represents the friction braking force F H R.
  • the coordination between the disengagement of the friction-force-based disc brake devices 18 and the activation of the electric traction drive and, in particular, the magnitude of the traction drive generated by the traction drive and the starting torque generated by the traction drive are based on the example of FIG indirectly detected frictional braking force F H R dependent third signal 42 controlled.
  • the electronic control device 6 can also be designed to calculate or estimate a downhill force acting on the rail vehicle 1 on the basis of the third signal 42 dependent on the detected friction braking force F H R, and in the context of the traction assistance function as a function of the calculated or estimated downforce force, the friction force-based Disc brake devices 18 and in particular the traction drive controls or coordinates.
  • This advancing measure is based on the idea that the tendency of the rail vehicle 1 to roll back to the starting pressure is greater, the greater is the downhill power and the smaller the lower the downhill power and thus a correspondingly higher or lower starting force provided by the traction drive must be on the one hand to prevent rolling back of the rail vehicle 1 and on the other hand, the starting pressure.
  • a traction force or a corresponding traction torque controlled by the traction drive can be made available by the electronic control device 6 in each case in relation to the currently present downgrade force, by means of which (s) rollback and a starting jerk are precisely avoided.
  • the brake housing 32 of the pneumatic disc brake device 18 is held by means of the bracket 34 on the bogie 2, for example, seen from each other parallel to the brake disc plane with spaced bearing points 36 of the bracket 34 at the rotary Gesteh 2, for example, each a force measuring sensor 48 is arranged to detect acting on the bearings 36 forces.
  • the bearing points 36 and the force measuring sensors 48 are each shown in FIG. 4 as one unit. These force measuring sensors 48 are then covered by the sensor device.
  • the two bearing points have measuring pins as force measuring sensors 48, which are each designed to measure the bearing forces occurring at the respective bearing point and correspondingly output two third signals 42 via the third signal line 44 to the electronic control device 6.
  • a lever arm between the two bearings 36 is provided by an algorithm implemented in the electronic control unit 6 algorithm of the two third signals 42 and the value for the lever arm, the friction braking torque M H R and the friction braking force F H R calculated.
  • the signal of a brake pressure sensor 20 can be used to make the third signal plausible.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

L'invention concerne un véhicule ferroviaire (1) comportant un dispositif de freinage (18), se fondant sur des forces de friction, commandé par un dispositif de commande électronique (6), un système de traction électrique, commandé par le dispositif de commande électronique (6), qui entraîne le véhicule ferroviaire, un dispositif d'entrée (12), par lequel un premier signal (8), représentant un souhait de démarrage, pouvant être injecté dans le dispositif de commande électronique (6), une fonction d'aide au démarrage pouvant être implémentée dans le dispositif de commande électronique (6), par laquelle un desserrage du dispositif de freinage (18) se fondant sur des forces de friction et une activation du système de traction électrique sont commandés lors d'une transition entre un état déterminé d'immobilisation et un état de marche, quand sous l'effet du dispositif de commande électronique (6) le premier signal (8) représentant le souhait de démarrage est reçu par le dispositif d'entrée (12). Le dispositif prévoit un dispositif capteur (48), qui enregistre directement ou indirectement la force de freinage par friction (FHR) en cours d'immobilisation, qui maintient le véhicule ferroviaire (1) dans un état d'immobilisation défini, et/ou le couple de freinage par friction (MHR) dans l'état d'immobilisation, qui maintient le véhicule ferroviaire (1) dans un état d'immobilisation défini, ou un paramètre d'immobilisation, qui dérive de la force de freinage par friction dans un état d'immobilisation et/ou du couple de freinage par friction à l'état d'immobilisation, et injecte dans le système de commande électronique (6) un troisième signal (42), qui dépend de la force de freinage par friction à l'état d'immobilisation tel que défini et/ou du couple de freinage par friction à l'état d'immobilisation tel que défini, ou du paramètre d'état d'immobilisation dérivé tel que défini, et en ce que le dispositif de commande électronique (6) commande ensuite, en fonction du troisième signal (42), dans le cadre de la fonction d'aide au démarrage, le dispositif de freinage (18) à base d'une force de friction, quand le dispositif de commande électronique (6) reçoit le premier signal (8) représentant le souhait de démarrage.
EP18735506.0A 2017-06-30 2018-06-12 Véhicule ferroviaire comportant une fonction d'aide au démarrage se fondant sur des forces de freinage par friction Withdrawn EP3645353A1 (fr)

Applications Claiming Priority (2)

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DE102017114610 2017-06-30
PCT/EP2018/065529 WO2019001949A1 (fr) 2017-06-30 2018-06-12 Véhicule ferroviaire comportant une fonction d'aide au démarrage se fondant sur des forces de freinage par friction

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EP18737154.7A Active EP3645354B1 (fr) 2017-06-30 2018-06-12 Véhicule ferroviaire présentant un dispositif capteur pour la mesure de forces de freinage par friction d'un dispositif de freinage à friction
EP18742400.7A Withdrawn EP3645355A1 (fr) 2017-06-30 2018-06-12 Ensemble de capteurs et procédé pour déterminer une force de freinage
EP18735506.0A Withdrawn EP3645353A1 (fr) 2017-06-30 2018-06-12 Véhicule ferroviaire comportant une fonction d'aide au démarrage se fondant sur des forces de freinage par friction

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EP18742400.7A Withdrawn EP3645355A1 (fr) 2017-06-30 2018-06-12 Ensemble de capteurs et procédé pour déterminer une force de freinage

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JP7040487B2 (ja) * 2019-03-20 2022-03-23 株式会社ダイフク 物品搬送設備
DE102019114848A1 (de) * 2019-06-03 2020-12-03 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Schienenfahrzeug-Bremsvorrichtung mit einer Feststellbremseinrichtung und Verfahren zum Steuern einer Feststellbremseinrichtung
JP2022117698A (ja) * 2021-02-01 2022-08-12 ナブテスコ株式会社 車両用ブレーキ装置
DE102021202612A1 (de) 2021-03-18 2022-09-22 Continental Teves Ag & Co. Ohg Verfahren zur Überwachung des Löseverhaltens einer elektromechanischen Radbremse eines Fahrzeugs
DE102021120185A1 (de) * 2021-08-03 2023-02-09 Zf Cv Systems Global Gmbh Verfahren zur Bestimmung der Bremskraft an Fahrzeugen
DE102022118023A1 (de) 2022-07-19 2024-01-25 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Ausrüstung eines teilautonom oder autonom betriebenen Kraftfahrzeugs
DE102022210339A1 (de) 2022-09-29 2024-04-04 Siemens Mobility GmbH Sandstreuanlage für ein Schienenfahrzeug

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JP3701766B2 (ja) * 1997-03-26 2005-10-05 財団法人鉄道総合技術研究所 ブレーキ反力検出装置
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DE102013213618A1 (de) * 2013-07-11 2015-01-15 Siemens Aktiengesellschaft Bremsvorrichtung
DE102013219743A1 (de) * 2013-09-30 2015-04-02 Siemens Aktiengesellschaft Verfahren zum Steuern eines Anfahrvorgangs

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Publication number Publication date
EP3645354B1 (fr) 2021-04-21
DE102017009125A1 (de) 2019-01-03
EP3645355A1 (fr) 2020-05-06
EP3645354A1 (fr) 2020-05-06
WO2019001949A1 (fr) 2019-01-03
DE102017009127A1 (de) 2019-01-03
WO2019001950A1 (fr) 2019-01-03
WO2019001951A1 (fr) 2019-01-03

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