EP3774470A1 - Surveillance d'un frein électrodynamique dans un véhicule sur rails - Google Patents

Surveillance d'un frein électrodynamique dans un véhicule sur rails

Info

Publication number
EP3774470A1
EP3774470A1 EP19723709.2A EP19723709A EP3774470A1 EP 3774470 A1 EP3774470 A1 EP 3774470A1 EP 19723709 A EP19723709 A EP 19723709A EP 3774470 A1 EP3774470 A1 EP 3774470A1
Authority
EP
European Patent Office
Prior art keywords
brake
monitoring
electrical
feedback
measuring
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Withdrawn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
EP19723709.2A
Other languages
German (de)
English (en)
Inventor
Marcus Otto
Lukas Misch
Stefan Reinicke
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.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility 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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3774470A1 publication Critical patent/EP3774470A1/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Withdrawn legal-status Critical Current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
    • 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
    • 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
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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 relates to a method for monitoring an electrodynamic brake in a rail vehicle. Moreover, the invention relates to a rail vehicle, in which such monitoring is realized. In particular, the invention relates to the monitoring of the positive and negative Mo ment bogies in rail vehicles, in other words a torque monitoring.
  • ED brake electric rod dynamic brake
  • Such ED brakes act in or on the drive train of the vehicle.
  • ED brakes are typically realized by the drive motors (traction motors) which are operable as brakes when switched as generators.
  • the required safe braking power is applied by the pneumatic brake alone.
  • the ED brake should be given priority because of their freedom from wear.
  • the ED braking can be accompanied by a safe pneumatic braking.
  • a controller may request the missing braking force from the pneumatic brakes; this can be the central control unit (ZSG), the brake control unit or another suitable control unit.
  • ZSG central control unit
  • the brake control unit or another suitable control unit.
  • a Biendingfunktion is present, so that ever After braking request both electrical and pneumatic cal braking forces can be applied simultaneously.
  • the tasks for pneumatic or electric braking can be distributed among three control units, for example.
  • the ZSG can take over the calculation of the electrical and - in the case of Biending - pneumatic setpoints. It also controls the central functions and states of the vehicles (e.g., the locomotives) and decides if and to what extent the ED brake and the beeing will be used.
  • the drive control unit (ASG) converts the setpoint values for the ED brakes as torque for the traction motors.
  • the anti-skid protection of the electric brakes is also implemented in the ASG because of the much faster signal processing.
  • the available and currently converted ED braking forces are z. B.
  • the pneumatic anti-skid control unit performs the anti-skid function for the pneumatic brake. If the pneumatic brake and the ED brake act simultaneously during bending, the pneumatic anti-skid device takes over the guidance of both brake systems and can reduce the braking force of the ED brake. Another assignment of the individual functionalities to the individual control units is also possible.
  • an ED brake is allowed in some countries even with safety-related emergency or emergency brakes and for reasons of wear and because of the Energy Weggewin tion at power recovery also desired. In these cases, the pneumatic brake should only be activated if the ED brake does not work. An application of the ED brake thus requires that it can safely apply the required braking force and failures of the ED brake are disclosed appropriately. In other words, it must be known for sure whether the ED brake works. Until now, the effect of the ED brake has been monitored by feedback from the drive control unit (ASG).
  • ASSG drive control unit
  • the axle feedback is thereby obtained from electrical variables (applied voltage and current flow through the pulse change judge of the respective drive motor), which are converted by the signal processors in each case an actual torque.
  • the individual torques are converted into the corresponding actual forces in the ASG, taking into account the current wheel diameter as well as effect factors, etc.
  • a conversion takes place in both directions between the setpoint and actual braking force values and the torques on the motor or the current and voltage values together with the signal processor using the motor model, the efficiency, the gear ratio and the current wheel diameter.
  • the actual brake force values obtained are then provided to the TSG by the ASG.
  • the ZSG (and the brake control unit) compares the desired braking force values transmitted to the ASG with the actual braking force values reported by the ASG.
  • the ED brake for the bogie concerned is deactivated and the pneumatic brake is activated.
  • the complexity of the ASG makes it difficult to prove how secure these feedbacks are. In particular, it can only be detected with a safety level of SIL1 whether there is a respective drive torque or a braking torque.
  • reliable failure detection is a basic prerequisite for the safety-related use of ED braking technology, even with emergency braking.
  • the wheel axle is driven by a traction motor, which can be controlled by a drive control system and operated as the electrodynamic Brem se, takes place using feedback from the drive control system monitoring the elektrody namic brake takes place, these feedbacks are obtained from electrical variables, and is characterized in that using a measurement system he held electrical signals monitoring the electro-dynamic brake is carried out, the electrical signals from not -electric quantities are obtained, which are non-electrical quantities on an element of the drive train he summarizes, which element is in communication with the traction motor, and that an evaluation of the monitoring results.
  • the rail vehicle comprises a Drehge stell, in which a wheel is mounted, and a Radsatzan drove, which includes a traction motor for driving a wheel axle of the wheelset, wherein the traction motor is operable as an electrodynamic brake. It further comprises a first system for monitoring the electrodynamic brake using feedback from the drive control system, which feedback is derived from electrical quantities. It is characterized by a second system for monitoring the electrodynamic brake, comprising a measuring system for measuring a non-electrical measurement measured on an element of the drive train, which element is in connec tion with the traction motor, and an evaluation unit for evaluating the monitoring results of two monitoring systems.
  • a key idea of the invention is to realize a safe failure recognition in that an additional monitoring of the ED brake takes place, which works independently of the return message of the drive control.
  • a redundant monitoring of the ED brake on rail vehicles, especially on electric locomotives or multiple units realized.
  • these feedback relate at least to the functional efficiency of the ED brake and whether it is applied to a driving or a braking moment.
  • the return message can therefore relate to whether the ED brake acts at all and, if so, in what direction it acts, that is to say in the case of the ED brake. whether it is driving inadvertently or braking as desired.
  • the feedback relates to the actually applied ED braking forces. In other words, a quantitative statement about the braking effect should be made on the simple statements on functionality beyond, so a concrete braking force actual value determines who the.
  • the invention comprises the proposal to extend the existing monitoring of the ED brake via the engine control via monitoring of the braking power at the torque support constructed at least on one channel. This results in a multi-channel, at least two-channel monitoring of the ED brake by comparing the values from the ASG with the information from the measurement at the torque arm or a combination of the signals thus obtained. Due to the diversity of the two monitoring paths, surveillance security is increased and a particularly secure failure detection is made possible.
  • the invention proposes to detect a non-electrical measured variable on an element of the drive train, wherein this element of the drive train is in connection with the traction motor, in particular in an operative connection.
  • the monitoring takes place zen by an actual value at the Rads expedi, more precisely by measuring the force on the rotary torque arm of the drive motor against the bogie frame, which occurs during the ED braking operation.
  • the measured value acquisition is preferably carried out using strain gauges (DMS).
  • an additional diversified feedback signal is made available to the brake control unit or to another competent control unit, such as for example the ZSG.
  • another competent control unit such as for example the ZSG.
  • strain gauges are attached to the torque arm, wel surfaces are read out via a Wheatstone bridge and de ren measured values are passed to a control unit for further processing GE.
  • the aim of the data evaluation is to detect whether there is a driving torque or a braking torque.
  • a Meßwerter tion alternatively also on an axis driven by the engine torque axis, in particular the axis of the drive motor, or at another suitable structural element of the drive train.
  • Sensors are used instead of strain gauges other suitable sensors, such as piezoelectric elements or distance sensors, or the measurement of tensile or compressive forces caused by mechanical strain or accumulation chuck of the relevant component using other me chanical measurement methods or with the aid of optical means at For example, by means of cameras or radar.
  • the evaluation may be limited to examining the functionality of the ED brake, in particular to determine whether the ED brake acts at all on the wheel and if it acts in the right direction. However, the evaluation may also include a comparison of the determined values with predefined or calculated setpoint values in order to be able to be used on the Basis of this comparison to be able to make a statement about the actual braking effect of the ED brake.
  • this signal either generally the creditability of the ED brake on the total braking power or Specifically, the applicability speed of the ED brake for the specific braking process may affect.
  • the invention provides a completely diversified way of monitoring the ED brake. It is a second, safe signaling channel, in addition to monitoring via the drive control. This monitoring path is so simple that it can be robustly analyzed with regard to the security that can be achieved.
  • a safety level of SIL2 is achieved.
  • a safety level of SIL2 is also achieved for the release of the pneumatic braking force retained in the case of ED braking in the event of a defective effect of the ED brake detected by the monitoring.
  • the reduced braking force would have to be evaluated as a failure of the ED brake at a prolonged engagement of the electrical anti-slip.
  • the proposed by the invention additional feedback path of the ED brake now allows the monitoring and assessment of a grips of sliding and skid protection during a purely electrical emergency or emergency braking, especially if the electrical skid itself on additional monitoring devices safer in terms of Malfunction is designed.
  • the effect of the ED brake can be sure he will be known.
  • it can be detected whether the effect of the pneumatic brake We is affected by a faulty, namely acting with a drive torque in the drive direction ED brake.
  • a particularly short-term safe stopping path for the rail vehicle can be ensured.
  • ECS Evolved-rate margins previously used can be downsized. As a result, the route throughput can be increased.
  • the proposed by the invention monitoring function can also be performed at standstill of the vehicle, ie when acting pneumatic brake by a brake test of the ED brake is checked whether ren by the Fahrmoto a moment is built.
  • the proposed by the invention function can also be used in appro priate attachment of the sensor to perform in ferry operation by checking the rotational behavior of the axle bogie monitoring, in particular special for detecting bearing damage. The result of this check can be used to determine the time of maintenance on the vehicle.
  • the invention is applicable in the field of railway technology, in particular in the field of brake and drive control.
  • the method according to the invention can be carried out partially computer-aided, namely as far as the processing of the data obtained via the two feedback channels is concerned.
  • the device suitable for carrying out the relevant method steps can essentially be realized by providing a suitable computer program for the ZSG and / or for other control devices participating in the data processing.
  • the method steps for data processing are realized by the computer program being executed by a processor.
  • the single figure shows a simplified representation of the circuit architecture of a monitoring of the ED brake.
  • the figure shows the invention only schematically and with its essential components.
  • the same reference numerals correspond to elements of equal or comparable func on. For reasons of clarity, both the power supply of the individual components as well as the parallel to the ED brake system provided pneumatic brake system are not shown.
  • the two two-axle engine bogies 2, 12 are shown a four-axle locomotive, wherein in each bogie 2, 12 two sets of gear wheels are resiliently mounted.
  • the wheelset drives assigned to these sets of drive wheels each have the task of transmitting the torque of the motor shaft of a drive motor 3, 13, 23, 33 to the drive wheel set.
  • Each wheelset drive has for this purpose two electric Fahrmoto ren 3, 13, 23, 33.
  • the traction motors 3, 13, 23, 33 are suspended in the frame of the bogie 2, 12 and connected via a coupling with the transmission.
  • Each drive motor 3, 13, 23, 33 is supported by means of a torque arm 4, 14, 24, 34 on the bogie 2, 12 from.
  • Upon transmission of a drive or brake torque to the torque arm 4, 14, 24, 34 this is either stretched or compressed.
  • the traction motors 3, 13, 23, 33 and both brake systems are controlled by means of suitable control devices.
  • these can be special brake control units.
  • the functionality of a brake control unit by a ZSG 5 and two ASG 6, 16 realized.
  • the signal can be calibrated who the, that a clear relationship between the Bremsmo ment and the current signal is established. It is particularly important that the size of the braking torque (we at least, however, an indication of the order of magnitude) and its effective direction (driving or braking torque) can be determined. This will be explained in more detail below.
  • Measuring electronics applied with a supply voltage whereby the electrical bridge clamping is a measure of the elongation of the torque arm 4, 14, 24, 34 with a suitable arrangement of the DMS bridge 8, 18, 28, 38. More precisely, the voltage variation in the Wheatestone bridge 8, 18, 28, 38, which is confirmed from this circuit, represents the change in resistance of the individual strain gauges which is proportional to the applied longitudinal force. Decisive for the quality of the signal obtained in dependence on the applied force is the spring stiffness of the measuring body and a corresponding Lineari ity and the lowest possible hysteresis in the desired Nennbe rich. Although the torque arm 4, 14, 24, 34 as a gray casting does not bring the ideal properties, could in the driving tests found a sufficient suitability who the. Possible occurring transverse forces, which affect the desired useful signal, are compensated by the arrangement of the DMS bridge 8, 18, 28, 38.
  • a strain gauge full bridge 8, 18, 28, 38 are used. This is applied under heat under an epoxy protective layer adhesive to the relevant component, here the torque arm 4, 14, 24, 34 applied.
  • first full bridge DMS 8 on the first drive motor 3 of the first bogie 2
  • second strain gauge full bridge 18 on the second drive motor 13 of the first bogie 2
  • third DMS full bridge 28 on the first drive motor 23rd of the second bogie 12
  • fourth DMS full bridge 38 on the second drive motor 33 of the second bogie 12.
  • the valid for the situation directions of rotation of the traction motors 3, 13, 23, 33 are also marked with arrows as the acting in the longitudinal direction Buch- or pressure forces on the torque arms 4, 14, 24, 34.
  • the four-channel measurement electronics used for strain gage full bridges comprise a hardware-based measuring amplifier 7, 17, 27, 37 with 50 Hz sampling rate in carrier frequency technology.
  • the amplifier 7, 17, 27, 37 is fed via the 24 V supply of the electrical system (not shown) and sets the measuring bridges 8, 18, 28, 38 under voltage.
  • a certain compensation of measurement errors can be achieved, which can occur as a result of bending of the torque arm 4, 14, 24, 43.
  • the bridge components on the sides of the torque arm 4, 14, 24, 34 and the connec tion between them are protected by a potting (not illustrated).
  • the Messbrü bridge 8, 18, 28, 38 includes a temperature compensation, since the engine exhaust air to the torque arms 4, 14, 24, 34 is passed.
  • the voltages of the strain gauge full bridges 8, 18, 28, 38 on the torque arms 4, 14, 24, 34 are converted by ei nem measuring amplifier 7, 17, 27, 37 into current signals.
  • the detected ED braking force is made available to the ZSG 5 in an electrically processed form. More precisely, the measured over the four channels with 50 Hz, the braking forces corresponding signals are internally smoothed over a an adjustable Butterworth low-pass filter 9, 19, 29, 39 accordingly the transmission rate of the vehicle bus 10 and at a galvanically isolated analog output as equal currents are output in the range 4 to 20 mA.
  • These current signals are in turn read in an electrical input / output module 11 with four analog inputs and transmitted to the ZSG 5 via the vehicle bus system 10 used.
  • the provided interface signal can also be un indirectly from the ZSG 5 read. Signal processing takes place in such a way that, with regard to the braking forces he has determined, an accuracy of +/- 2 kN can be assumed in the subsequent evaluation by the ZSG 5.
  • the measuring system 20 is due to the encapsulation used un sensitive to external environmental influences, such as moisture speed or flying small parts as well as against the Rei nist the bogie 2, 12 with high pressure cleaners and chemicals Che.
  • the means used for the measurement are so selected that mechanical disturbances such as shocks and vibrations due to the driving behavior as well as electrical disturbances such as electromagnetic fields in the area of the three-phase motor 3, 13, 23, 33 do not influence the pure useful signal beyond the permitted range.
  • the measuring system 20 has a appro Neten failure detection, so that damage to the sensor 8, 18, 28, 38 or the failure of the integrated measuring electrical system 7, 9, 17, 19, 27, 29, 37, 39 are reliably detected.
  • the signal path of the data originating from the data source ASG 6, 16 passes through the traction motors 3, 13, 23, 33, the associated pulse inverters 41, 42, 43, 44 and signal processors 45, 46, 47, 48 on the respective bogies. 2 , 12 assigned drive control devices 6, 16, which are connected via the bus system 10 with the ZSG 5, where by the first feedback channel 21 is defined.
  • a sol cher first feedback channel 21 is exemplified for the first torque arm 4.
  • the data originating from the measuring system 20 as the data source are transmitted to the ZSG 5 via a second feedback channel 22, which is provided by the measuring amplifiers 7, 17,
  • the setpoint calculation for the ED braking force is used later for comparison with the actual values reported to the ZSG 5.
  • the setpoint calculation can alternatively be carried out in other embodiments of the invention in the brake control unit or in another suitable control unit of the rail vehicle. It applies here, as well as in the implementation of the other calculation steps, that also a different assignment of the individual functions to the individual control units is possible.
  • the redundantly determined ED braking forces obtained by the ZSG 5 are checked for sufficiency in the ZSG 5 in order to be able to release the pneu matically substitute brake (s) if necessary in one or both bogies 2, 12.
  • the pneumatic brake must be activated. Accordingly, if impermissible deviation of one of the feedback values reported back from the specified setpoint is generated by the ZSG 5, the command for releasing the pneumatic brake is generated.
  • the activation of the pneumatic brake is used in this case as a fallback possibility, despite not working properly of the ED brake 1 digitize a sufficient rapid braking to bewerk.
  • the pneumatic brake is already pre-controlled during active rapid braking with ED brake 1 and only needs to be enabled via the control by the ZSG 5 via input / output modules (not shown) connected to the bus system 10.
  • Braking force of the ASG 6, 16 is used, if not the Actual values of the monitoring exceed an allowable tolerance of, for example, 2 kN.
  • the comparison it is advantageously taken into account that the processing times for the two signals obtained via the different feedback channels 21, 22 can be different. Therefore, the comparison must also have a temporal tolerance window in addition to the tolerance window for the value of the braking force.
  • the results of the two monitoring conditions of the ED brake 1 are linked via the information from the measuring system 20 or the ASG 6, 16 via a logical OR operator with each other.
  • the monitoring triggers as soon as one of the two monitors implemented via the various data sources triggers.
  • This logic can basically be realized by either the two actual values are compared separately with the setpoint value, or first a minimum formation between the two actual values is performed and then this value is compared with the setpoint value.
  • the prerequisite for the latter variant is that the tolerance windows of the comparison are not too different.
  • anti-skid device can separately reduce the braking power commanded by the brake control for ED brake 1 and pneumatic brake in order to limit the slip between the wheel and the rail, anti-skid and anti-skid monitoring must be taken into account when monitoring the ED brake 1. remote actual values of the braking power or braking force with default values are compared.
  • the monitoring advantageously a time tolerance window of, for example, two seconds granted the length. If the knocked-out actual value returns within the permitted value range within the tolerance time, the ED brake 1 is not deactivated and a possibly subsequent deviation is time-redimensioned.
  • the monitoring of the ED brake 1 is preferably carried out not only in the case of a quick or emergency braking, but by manent during the entire ferry operation.
  • a Ausure tion form of the invention in this context vorgese hen that in violation of the monitoring criteria in the rule operation, so even before the emergency braking, the ED brake 1 already before the beginning or at the beginning of an emergency braking fourth party and the pneumatic brake is released.
  • the present invention is not only in perennialbremsun conditions, especially in quick or emergency braking, used, but with each use of ED brakes. 1
  • the concept described herein provides for an additional single-channel monitoring of the ED brake 1, in particular by means of a diverse measurement technology, here advantageously by means of force measurements on the torque arm 4, 14, 24, 34, in addition to the existing monitoring from the on drive control 6, 16th , resulting in a two-channel and there with redundant monitoring.
  • This concept is suitable for simplifying the safety verification guidance and improving the safety during braking operations of rail vehicles.
  • the invention particularly relates to a method for monitoring an electrodynamic brake 1 in a rail vehicle comprising a drive bogie 2, 12 with a set of driven wheels, the wheel axle of a traction motor 3, 13, 23, 33 can be driven, by means of a drive control system 6, 16 controlled and as the electrodynamic brake
  • Measured variables are based, which are in connection with the control of the drive motor 3, 13, 23, 33, which electrical parameters are transmitted via a first feedback channel 21, characterized in that an additional or parallel second monitoring of the electrodynamic brake 1 takes place (second actual value detection ), using electrical signals obtained from a measuring system 20, the gene of the torque of the drive motor 3, 13, 23, 33 and the torque of the drive motor 3, 13, 23, 33 dependent gene or on the torque of the drive motor 3, 13, 23, 33 be resting non-electrical, in particular mechanical
  • Measured variables are obtained, in which connection a conversion of the non-electrical measured variables into electrical signals takes place, which non-electrical measured variables are detected on a constructive element 4, 14, 24, 34 of the drive bogie 2, 12 or of the wheel drive, which Ele ment 4, 14, 24, 34 in mechanical and / or operative connection with the traction motor 3, 13, 23, 33 is, wherein the non-electrical variables corresponding signals via a second, different from the first feedback channel 21, preferably independent second feedback channel 22 carry over, and that a preferably common evaluation or evaluation of the two monitoring results he follows.
  • the invention relates in particular to a rail vehicle, with a drive bogie 2, 12, in which a drive wheel set is mounted, with a wheelset, the one Traction motor 3, 13, 23, 33 for driving a wheel axle of the drive wheel comprises, in which the traction motor 3, 13, 23, 33 by means of a torque arm 4, 14, 24, 34 on the drive bogie 2, 12 is supported, wherein the traction motor 3, 13, 23, 33 is operable as electrodynamic brake 1, with a ers th system for monitoring the electrodynamic brake 1 using axle-wise feedback from the on drive control system 6, 16 (first monitoring system), which
  • a second system for monitoring the electrodynamic brake 1 comprising a measuring system 20 for measuring a torque of the drive motor 3, 13, 23, 33 corresponding or from the torque of the Fahrmo sector 3, 13th , 23, 33 dependent or based on the torque of the drive motor 3, 13, 23, 33 non-electrical, in particular mechanical measurement, on a structural element 4, 14, 24, 34 of the drive bogie 2, 12 and the Radsatzantriebs is detected, which element 4, 14, 24, 34 is in mechanical and / or operative connection with the traction motor 3, 13, 23, 33, and a Evaluation unit 5 for evaluating the monitoring results of the two monitoring systems, wherein the measuring system 20 to the occurring during a braking operation on the torque arm 4, 14, 24, 34 of the drive motor 3, 13, 23, 33 motor torque against the frame of the rotary frame 2, 12th to determine, to

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé de surveillance d'un frein (1) électrodynamique dans un véhicule sur rails. L'invention concerne par ailleurs un véhicule sur rails, dans lequel une surveillance de ce type est réalisée. L'invention propose de surveiller de manière diversifiée et redondante le frein (1) électrodynamique. L'invention propose à cet effet un deuxième canal de retour (22) pour détecter un signal, qui repose sur des grandeurs de mesure non électriques, en particulier mécaniques.
EP19723709.2A 2018-05-31 2019-05-02 Surveillance d'un frein électrodynamique dans un véhicule sur rails Withdrawn EP3774470A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018208664.8A DE102018208664A1 (de) 2018-05-31 2018-05-31 Überwachung einer elektrodynamischen Bremse in einem Schienenfahrzeug
PCT/EP2019/061196 WO2019228745A1 (fr) 2018-05-31 2019-05-02 Surveillance d'un frein électrodynamique dans un véhicule sur rails

Publications (1)

Publication Number Publication Date
EP3774470A1 true EP3774470A1 (fr) 2021-02-17

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EP19723709.2A Withdrawn EP3774470A1 (fr) 2018-05-31 2019-05-02 Surveillance d'un frein électrodynamique dans un véhicule sur rails

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EP (1) EP3774470A1 (fr)
DE (1) DE102018208664A1 (fr)
WO (1) WO2019228745A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111002970B (zh) * 2019-12-17 2021-03-23 眉山中车制动科技股份有限公司 一种列车制动故障检测方法
CN113459832A (zh) * 2021-08-13 2021-10-01 爱思盟汽车科技(重庆)有限公司 一种车辆动力底盘的线路系统
WO2023238018A1 (fr) * 2022-06-07 2023-12-14 Faiveley Transport Italia S.P.A. Système de freinage, conçu pour effectuer un freinage d'urgence au moyen d'un freinage électrodynamique, procédé de freinage correspondant et véhicule

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005084335A2 (fr) * 2004-03-01 2005-09-15 Railpower Technologies Corp. Locomotive hybride sans cabine
DE102011113093A1 (de) * 2011-09-09 2013-03-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Bremswirkungsbestimmung für ein Schienenfahrzeug
DE102012202118B4 (de) * 2012-02-13 2014-07-31 Siemens Aktiengesellschaft Bremseinrichtung eines Fahrzeugs
DE102012203132A1 (de) * 2012-02-29 2013-08-29 Siemens Aktiengesellschaft Schienenfahrzeugbremsvorrichtung
DE102015226831A1 (de) * 2015-12-30 2017-07-06 Siemens Aktiengesellschaft Fahrzeug mit einer Bremseinrichtung

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WO2019228745A1 (fr) 2019-12-05
DE102018208664A1 (de) 2019-12-05

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