GB2261953A - Determining the speed of a vehicle - Google Patents

Determining the speed of a vehicle Download PDF

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Publication number
GB2261953A
GB2261953A GB9223589A GB9223589A GB2261953A GB 2261953 A GB2261953 A GB 2261953A GB 9223589 A GB9223589 A GB 9223589A GB 9223589 A GB9223589 A GB 9223589A GB 2261953 A GB2261953 A GB 2261953A
Authority
GB
United Kingdom
Prior art keywords
vehicle
brake cylinder
axle
speed
coefficient
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB9223589A
Other versions
GB9223589D0 (en
GB2261953B (en
Inventor
Mahmud Keschwari Rasti
Erhard Lehnert
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.)
Vodafone GmbH
Original Assignee
Mannesmann AG
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 Mannesmann AG filed Critical Mannesmann AG
Publication of GB9223589D0 publication Critical patent/GB9223589D0/en
Publication of GB2261953A publication Critical patent/GB2261953A/en
Application granted granted Critical
Publication of GB2261953B publication Critical patent/GB2261953B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • 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
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
    • G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)

Description

METHOD AND APPARATUS FOR DETERMINING TRAVELLING SPEED 2 -, 'i -, -.
This invention rela-tes to a method and apparatus for determining the actual speed of a vehicle by correction of speed values simulated theref or, in particular to such a method and apparatus for use with vehicles which travel on rails.
It is known to obtain frequency-proportional signals for the wheels oraxles of rail-bound vehicles by means of a field spider and a pulse generator. The vehicle speed is computer- s imulated in an anti-locking system (ALS) on the basis of these signals. The simulated speed curve however differs from the actual vehicle speed. Poor coefficients of friction between the wheels and the rails lasting for a relatively long time or extending over a relatively long rail line section will result in a significant difference between the absolute vehicle speed and the vehicle speed simulated by computation.
It is an object of this invention to allow more accurate determination of the vehicle speed with respect to changing coefficients of friction between the wheels and rails.
A method for determining the actual speed of a vehicle which has a brake system including a brake cylinder for each axle, means for generating signals corresponding to the speed of one or more of the vehicle axles and a microprocessor for continuously calculating simulated speed values from the signals, in accordance with the invention, comprises measuring the pressure in at least one brake cylinder, determining therefrom the instantaneous coefficient of friction between the associated wheel(s) and the surface on which the vehicle is travelling on occurrence of a given retardation of the wheel axle, and, employing the instantaneous coefficient to correct the calculated speed value.
2 Apparatus for determining the actual speed of a vehicle with a braking system including a brake cylinder associated with each axle comprises means arranged on an axle of the vehicle for generating signals proportional to the axle speed or the axle retardation, the generation means being connected to a microprocessor, wherein an exhaust valve is provided for each brake cylinder, the valve connections of which are controllable by the microprocessor and wherein a pressure sensor is provided for each brake cylinder, each sensor having a pressure/current transformer which is connected to the microprocessor.
The advantage of this is, in particular, that the stopping distance can still be optimised even in the event of poor or suddenly changing coefficients of friction between the wheels and the travel surface, e.g. rails.
Suitably, the coefficient of friction is determined for a number of wheels and the mean thereof is calculated. This measure makes it possible to allow for changes in the coefficients of friction which occur only briefly or on very short rail path sections. In the event of such brief system disruptions, therefore, no correction is made. The desired pressure drop in a hydraulic or pneumatic control circuit is not activated.
Furthermore the average vehicle retardation is determined from the instantaneous coefficient of friction and thereby the simulated vehicle speed is corrected. Here too, it is true that a brief disruption does not adversely affect the braking of the vehicle overall.
The apparatus for determining the actual vehicle speed, in particular for rail-bound vehicles, is based on a transmitter system, e.g. a field spider and pulse generator arranged on each vehicle axle, for generation of signals corresponding to the axle speed or axle retardation. The braking system includes a brake cylinder associated with each axle. The transmitter system is connected to a microprocessor, e.g. the microcomputer of
3 the ALS.
It is advantageous that each brake cylinder is allocated an exhaust valve, the solenoid valve connections of which can be controlled via the microprocessor and that each brake cylinder is allocated a pressure sensor, with a pressure/current (P-I) transformer, which is likewise connected to the microprocessor. Account can thus be taken of the prevalent coefficients of friction by the association of the solenoid valve with the braking system which is present.
Preferably the exhaust valve consists of a ventilating solenoid valve and a bleeder solenoid valve connected together. This particular configuration permits a pressure increase or a pressure reduction, with an automatic barrier being produced in the opposite direction each time.
One other advantageous improvement consists in that solenoid valve and the bleeder solenoid %-he ventilating valve are connected to the brake cylinder line by means of a line connecting the through path and the bleeding path. This transmits the respective block directly to the brake cylinder.
Finally, the input of the sensor/transformer comb, ination is connected to the connecting line and the outputs of the sensor/transformer combination are connected to the microprocessor. In this way, the computation of the instantaneous coefficients of friction can readily be integrated into existing anti-locking systems.
The invention will now be further described with reference to the accompanying drawings:- Figure 1 is a circuit diagram for avehicle including apparatus in accordance with the invention; Figure 2 is a circuit detail which is associated with each of the axles 1 to 4 of Figure 1; and Figure 3 is a section of a measurement diagram illustrating a method in accordance with the invention.
4 Figure 1 is a circuit f or a conventional anti-skid protection means for rail-bound vehicles, but with an integrated system f or the determination of instantaneous coefficients of friction.
A storage means 2 is supplied from a main air line 1 via a control valve 3. The storage means 2 supplies the brake cylinders 4 of a rail-bound vehicle which is equipped with two bogeys 5 and 6. Each brake cylinder 4 is associated with one of the wheel axles 7. On each axle 7 there are brake discs 8 with brake shoe linkages 9. A f ield spider 12 and pulse generator 13 are arranged as a signal generation system 11 on the end of one wheel 10 of each wheel axle 7. Each generation system 11 is provided with an attachment plug 14. All four attachment plugs 14 are connected via lines 15 and 16 to a distributor 17, and the latter via a terminal strip 18 to a microprocessor 19 (microcomputer).
The terminal strip 18 is coupled to the main air line 1 via a pressswitch 20. Each brake cylinder 4 is supplied with compressed air via the compressed air line 21 or 22. An exhaust valve 24 is inserted between the respective compressed air line 21 and 22 and each brake cylinder 4 via a flexible intermediate line 23. The electric solenoid valve connections 25, 26 and 27 are each connected via a terminal box 28 and via a common control line 29 to the microprocessor 19.
Each exhaust valve 24 (see Figure 2) consists of a solenoid valve MV 1 and a solenoid valve MV 2. Both are connected together electrically by the solenoid valve connections 25, 26 and 27. Furthermore, a pressure sensor with a pressure/current (P-I) transformer 30 is provided on each exhaust valve 24.
Part of the exhaust valve 24 forms a ventilating solenoid valve 31 and another part forms a bleeder solenoid valve 32. The ventilating solenoid valve and bleeder solenoid valve 31, 32 is supplied by means of a line 33 which connects a through path D and a bleeding path E.
This line 33 leads to the supply connection 34 of the associated brake cylinder.
The input P of the pressure sensor/P-1 transformer 30 is connected on the pressure side via the connecting line 33, and on the current side the outputs I lead to the microprocessor 19.
The method of operation of the apparatus is as follows.
From the pressure P measured in a brake cylinder 4 by means of the sensor/P-I transformer 30 and the current signal (I) obtained therefrom, when a critical retardation of one axle, for instance a delay of more than 1.6 m/seC2' occurs, the instantaneous coefficient of friction between the wheel and the rail is determined. The determined coefficient of friction is then used as a basis for correcting the calculated vehicle speed. The coefficient of friction determined for one wheel axle 7 is used to take the mean compared with the coefficients of friction determined on other wheel axles. From the calculated coefficient of friction, the average vehicle retardation 35 is determined and the vehicle speed, as simulated on the actual vehicle speed by computation, is corrected accordingly. It is therefore possible at any moment of the movement of the vehicle to computer-approximate'as closely as possible the real (absolute) vehicle speed.
When a retardation occurs on a wheel axle, the braking force on the respective axle is reduced without delay by means of the microcomputer 19 by switching the exhaust valve 24 from pressure D to bleeding E, so that locking of the wheel is avoided.
In this case, the computer proceeds according to the following principle. On the basis of the following equation:
(1) P. gk.
wherein:
R = 103. G 11 S. y, R, 6 contact pressure of a brake block brake block coefficient of friction radius of the wheel (10) wheel load coefficient of friction wheel/rail coefficient of friction-stress factor, there is an equilibrium between the braking torque and the torque on the wheel 10 without locking of the wheel 10.
Equation (1) is converted into a pressure value according to the cylinder dimensions in question. If the actual coefficient of friction was below the assumed coefficient employed in the braking calculation, an excess of force would be produced, which would lead to greater retardation and subsequent locking of the axle. Tests and measurements have shown that depending on the type of vehicle and the braking device, for example, a coefficient of friction between a wheel and rails of 0.15 corresponds to a suitable braking pressure of 3 bar in the brake cylinder. In the event that this pressure should drop rapidly within a short time (Fig. 3), for instance to 1.5 bar, the coefficient of friction an which the calculation was based has also decreased such that it drops to below 0.15. This means that the rail is very "smooth" in sections, e.g. is covered by wet leaves, ice or remnants of snow or the like.
As is apparent from Figure 3, axle speeds 36a to 36d correspond to the vehicle retardation 35 on the four axles. As can clearly be gathered f rom the curves of the f our actual axle speeds 36a to 36d, a computersimulated vehicle speed 36f differs at one point 38 due to the pressure drop of the four braking pressure curves 37a, 37b, 37c and 37d, in the region 39, so that the proposed correction factor for the coefficient of friction has to be added at that point. The actual travelling speed, calculated on the basis of the new, computer-yielded coefficient of friction, is then introduced into the braking process, which means 7 that lockingfree braking can be achieved even in the case of smooth rails.
In the ALS system, the vehicle speed is determined by computer, as stated. If different coefficients of friction between wheel and rail occur over a relatively long time, a great difference between the actual vehicle speed and the calculated vehicle speed may result. The invention makes it possible to determine the actual or instantaneous coefficient of friction more accurately. To this end, the pressure in the brake cylinder is detected by means of a pressure sensor and the far more accurate coefficient of friction between wheel and rails is estimated therefrom in conjunction with the axle retardation.
With the coefficient of friction thus determined, the average vehicle retardation can be determined and accordingly the calculated speed can be corrected.

Claims (8)

CLAIMS 3.
1. A method f or determining the actual speed of a vehicle which has a brake system including a brake cylinder for each axle, means for generating signals corresponding to the speed of one or more of the vehicle axles and a microprocessor for continuously calculating simulated speed values from the signals comprising measuring the pressure in at least one brake cylinder, determining therefrom the instantaneous coefficient of friction between the associated wheel(s) and the surface on which the vehicle is travelling on occurrence- of a given retardation of the wheel axle, and, employing the instantaneous coefficient to correct the calculated speed value.
2. A method as claimed in Claim 1, wherein the coefficient of friction is determined for a number of wheels and the mean thereof is calculated, the instantaneous, mean, coefficient being employed to correct the calculated speed value.
3. A method as claimed in either Claim 1 or Claim 2, wherein the simulated vehicle speed is corrected by determining the average vehicle retardation from the instantaneous coefficient of friction.
4. Apparatus for determining the actual speed of a vehicle with a braking system including a brake cylinder associated with each axle comprising means arranged on an axle of the vehicle for generating signals proportional to the axle speed or the axle retardation, the generation means being connected to a microprocessor, wherein an exhaust valve is provided for each brake cylinder, the valve connections of which are controllable by the microprocessor and wherein a pressure sensor is provided for each brake cylinder, each sensor having a pressure/current transformer which is connected to the microprocessor.
Cl -
5. Apparatus according to Claim 4, wherein each exhaust valve comprises a ventilating solenoidvalve connected to a bleeder solenoid valve.
Apparatus as claimed in Claim 5, wherein the ventilating solenoid valve and the bleeder solenoid valve of each exhaust valve are connected to the line of the associated brake cylinder by means of a line which connects the through path and bleeding path thereof.
7. Apparatus as claimed in Claim 6, wherein the input of each sensor/transformer combination is connected to the line between the associated brake cylinder and exhaust valve and the output is connected to the microprocessor.
8. Apparatus substantially as hereinbefore described and illustrated in the accompanying drawings.
GB9223589A 1991-11-12 1992-11-10 Method and apparatus for determining travelling speed Expired - Fee Related GB2261953B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE4137546A DE4137546C2 (en) 1991-11-12 1991-11-12 Method and device for determining the actual speed of travel in rail vehicles

Publications (3)

Publication Number Publication Date
GB9223589D0 GB9223589D0 (en) 1992-12-23
GB2261953A true GB2261953A (en) 1993-06-02
GB2261953B GB2261953B (en) 1995-01-18

Family

ID=6444845

Family Applications (1)

Application Number Title Priority Date Filing Date
GB9223589A Expired - Fee Related GB2261953B (en) 1991-11-12 1992-11-10 Method and apparatus for determining travelling speed

Country Status (4)

Country Link
DE (1) DE4137546C2 (en)
FR (1) FR2683633B1 (en)
GB (1) GB2261953B (en)
IT (1) IT1256096B (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8276995B2 (en) 2005-03-02 2012-10-02 Knorr-Bremse Systeme Fur Schienenfahrzeuge Gmbh Control device for a rail vehicle
US9156449B2 (en) 2008-12-19 2015-10-13 Knorr-Bremse Systeme Fur Schienenfahzeuge Gmbh Brake system of a rail vehicle with compensation of fluctuations of the friction conditions

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19752655A1 (en) * 1997-11-27 1999-06-10 Knorr Bremse Systeme Hydraulic brake installation for rail vehicles with anti-skid device
DE10344540B4 (en) * 2003-09-25 2007-11-08 Kes Keschwari Electronic Systems Gmbh & Co. Kg Method for determining the actual travel speed of rail vehicles
DE102005001404C5 (en) * 2005-01-12 2016-06-09 Kes Keschwari Electronic Systems Gmbh & Co. Kg Method and device for applying sand between wheel and rail of a rail vehicle
DE102005001403B4 (en) * 2005-01-12 2009-05-20 Kes Keschwari Electronic Systems Gmbh & Co. Kg Method and device for determining the actual travel speed of a rail vehicle
DE102008061456B3 (en) * 2008-12-10 2010-05-12 Siemens Aktiengesellschaft Method for determining the speed of a vehicle during a braking operation
WO2017101908A2 (en) 2015-12-15 2017-06-22 Schaeffler Technologies AG & Co. KG Device for detecting the rotational speed of a wheel set shaft for rail vehicles
DE102016200114A1 (en) * 2016-01-07 2017-07-13 Kes Keschwari Electronic Systems Gmbh & Co. Kg Safety control for a compressed air brake with anti-slip control
DE102016201884A1 (en) 2016-02-09 2017-08-10 Schaeffler Technologies AG & Co. KG mounting assembly
DE102019133072A1 (en) 2019-12-04 2021-06-10 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Regulation of the delivery of an adhesion-increasing agent in a rail vehicle
DE102021118317A1 (en) 2021-07-15 2023-01-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Delivery of adhesion-increasing agents to improve braking distance compliance in rail vehicles

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US4693522A (en) * 1985-01-11 1987-09-15 Alfred Teves Gmbh Process and circuit arrangement for adapting slip control to the momentary friction value
US4715662A (en) * 1983-12-16 1987-12-29 Robert Bosch Gmbh Method for determining an optimal slip value

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US3235036A (en) * 1962-10-31 1966-02-15 Research Corp Brake control system
DE2707047B2 (en) * 1977-02-18 1979-08-02 Siemens Ag, 1000 Berlin Und 8000 Muenchen Arrangement for detecting the skidding or sliding of the wheels of non-axled rail locomotives
DE2840262C3 (en) * 1978-09-15 1995-04-20 Knorr Bremse Ag Device for controlling pneumatic or electro-pneumatic brakes on rail vehicles
JPS5653943A (en) * 1979-10-09 1981-05-13 Nissan Motor Co Ltd Antiskid controller
DE3717531C2 (en) * 1986-05-30 1993-12-23 Tokico Ltd Circuit arrangement for determining the reference speed in an anti-lock vehicle brake system
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DE3909589A1 (en) * 1989-03-23 1990-09-27 Bosch Gmbh Robert METHOD FOR DETERMINING THE SPEED OF A VEHICLE
DE3912555A1 (en) * 1989-04-17 1990-10-18 Daimler Benz Ag METHOD FOR DETERMINING WHEEL SLIP OF INDIVIDUAL WHEELS OF A VEHICLE

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
US4715662A (en) * 1983-12-16 1987-12-29 Robert Bosch Gmbh Method for determining an optimal slip value
US4693522A (en) * 1985-01-11 1987-09-15 Alfred Teves Gmbh Process and circuit arrangement for adapting slip control to the momentary friction value

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8276995B2 (en) 2005-03-02 2012-10-02 Knorr-Bremse Systeme Fur Schienenfahrzeuge Gmbh Control device for a rail vehicle
US9156449B2 (en) 2008-12-19 2015-10-13 Knorr-Bremse Systeme Fur Schienenfahzeuge Gmbh Brake system of a rail vehicle with compensation of fluctuations of the friction conditions

Also Published As

Publication number Publication date
IT1256096B (en) 1995-11-27
FR2683633B1 (en) 1995-09-15
GB9223589D0 (en) 1992-12-23
ITMI922589A1 (en) 1994-05-12
GB2261953B (en) 1995-01-18
FR2683633A1 (en) 1993-05-14
DE4137546C2 (en) 1994-01-20
DE4137546A1 (en) 1993-05-13
ITMI922589A0 (en) 1992-11-12

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732E Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977)
PCNP Patent ceased through non-payment of renewal fee