WO2005021347A1 - Dispositif de freinage de secours et systeme de freinage pour vehicule ferroviaire, et procede permettant de sauvegarder une fonction de freinage de secours dans des vehicules ferroviaires - Google Patents

Dispositif de freinage de secours et systeme de freinage pour vehicule ferroviaire, et procede permettant de sauvegarder une fonction de freinage de secours dans des vehicules ferroviaires Download PDF

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Publication number
WO2005021347A1
WO2005021347A1 PCT/EP2004/009573 EP2004009573W WO2005021347A1 WO 2005021347 A1 WO2005021347 A1 WO 2005021347A1 EP 2004009573 W EP2004009573 W EP 2004009573W WO 2005021347 A1 WO2005021347 A1 WO 2005021347A1
Authority
WO
WIPO (PCT)
Prior art keywords
emergency braking
input
braking device
brake control
measures
Prior art date
Application number
PCT/EP2004/009573
Other languages
German (de)
English (en)
Inventor
Wolfgang Dorn
Heinz Drechsler
Original Assignee
Knorr-Bremse Systeme für 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
Application filed by Knorr-Bremse Systeme für Schienenfahrzeuge GmbH filed Critical Knorr-Bremse Systeme für Schienenfahrzeuge GmbH
Publication of WO2005021347A1 publication Critical patent/WO2005021347A1/fr

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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
    • 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
    • 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
    • B60T17/20—Safety devices operable by passengers other than the driver, e.g. for railway vehicles

Definitions

  • the invention relates to an emergency braking device and a braking system for a rail vehicle and a method for ensuring an emergency braking function in rail vehicles.
  • Emergency braking devices with a hydraulic brake system with active brake control are known for rail vehicles. These emergency braking devices comprise an electrical safety loop which acts directly on the closed-circuit principle. As soon as the current flow in this safety loop is interrupted, for example by an intervention by the train driver or by another event that indicates the presence of a brake failure, an emergency braking is initiated. This is done in a redundant manner, namely via the brake control units of the brake system itself and also via an additional branch, so as to ensure emergency braking in the event of a malfunction of the brake control units. Since the additional branch is always active in the background, one speaks of "hot redundancy".
  • FIG. 4 shows schematically a system of the prior art with such a "hot redundancy”.
  • Railcar 136, 138, 140 of a rail vehicle 116 There are several Railcar 136, 138, 140 of a rail vehicle 116 shown. Each of these railcars 136, 138, 140 is equipped with a brake control unit 118, 120, 122.
  • the rail vehicle 116 also has a safety loop 130 which spans all the railcars 136, 138, 140. In the event of a fault, this safety loop 130 changes to a currentless state, which is symbolized by the switches 142, 144, 146 shown in the open state.
  • the transition of the safety loop 130 into the de-energized state or the presence of the de-energized state can then be registered by the respective brake control units 118, 120, 122, so that in the absence of a malfunction of these brake control units 118, 120, 122 they initiate emergency braking ,
  • a signal is passed on to the respective brake units 148, 150, 152, which is converted into a force acting on the brakes.
  • the presence of the de-energized state of the safety loop is also detected via the "hot redundancy" mentioned in the brake units 148, 150, 152 or elsewhere, in order to additionally initiate the measures for emergency braking. This makes sense, since in this way emergency braking can also take place in the event of a defective brake control unit 118, 120, 122.
  • the invention is based on the object of specifying an emergency braking device, a braking system and a method for ensuring an emergency braking function, on the basis of which a simplification in maintaining or increasing safety in rail vehicles is achieved. This object is achieved with the features of the independent claims.
  • the invention consists in an emergency braking device for ensuring an emergency braking function in rail vehicles, which can be integrated into a braking system with at least one brake control unit, with at least two inputs, the presence of an event causing an emergency braking being detectable via a first input and via a second input It can be ascertained whether effective measures for carrying out emergency braking have been or can be taken by a brake control unit, and at least one output for initiating effective measures for carrying out emergency braking in the event that no effective measures for carrying out emergency braking were taken by the brake control unit or can be taken and this is recorded via the second input.
  • the emergency braking device can thus be designed as a unit which, on the one hand, monitors variables that are characteristic of an emergency braking process and, on the other hand, can itself initiate the necessary measures for initiating a braking process.
  • the first input is connected to a safety loop operating on the closed-circuit principle.
  • a safety loop operating on the closed-circuit principle.
  • Working safety loop is often provided in rail vehicles.
  • Other concepts use active safety loops, in which case two loops must be provided for safety reasons.
  • the safety loop (s) is / are connected to inputs of the emergency braking devices.
  • a deceleration function is provided, so that measures for initiating emergency braking are only initiated by the output when a minimum time has elapsed after the detection of an event causing an emergency braking.
  • Such a delay function implemented by a so-called dead time element makes sense, since many system states which are characteristic of a successfully initiated emergency braking process can only be assumed after a certain time.
  • the pressure required for the braking process is only taken after a certain time has elapsed since the safety loop was opened. As a result, it is only checked after a certain delay or dead time has elapsed whether intervention by the emergency braking device is necessary to ensure emergency braking.
  • the invention can furthermore be particularly useful in that a third input is provided, which can be used to determine whether an anti-skid function is active and that no measures to carry out emergency braking are initiated by the output if effective measures for carrying out emergency braking have been or can be taken by the brake control unit and this is recorded via the second input or an anti-skid function is active.
  • the fact that the anti-skid function is active indicates that there must be sufficient pressure for braking.
  • intervention by the emergency braking device to initiate emergency braking can be dispensed with when an anti-skid function is active, this condition being able to be linked to other criteria, for example the available pressure, via a logical “OR”.
  • the invention further consists in a braking system for a rail vehicle with a plurality of railcars, a plurality of brake control units and a plurality of emergency braking devices according to one of the preceding claims, each brake control unit being associated with a railcar of the rail vehicle and with functions of a first via the second input of a first emergency braking device Braking device assigned to the railcar are monitored and measures for carrying out an emergency braking in a second railcar are initiated via the output of the first emergency braking device. It is therefore not necessary for an emergency braking device to perform both the monitoring and the actuating function in relation to the components of a specific railcar.
  • the emergency braking device installed in a specific railcar monitors the braking processes in the same railcar, however is designed to initiate emergency braking in relation to another railcar.
  • the need for this can be communicated to the respective emergency braking device, for example, via a data bus connecting the various railcars, for example a CAN bus.
  • the invention also consists in a braking system for a rail vehicle with a plurality of railcars, a plurality of brake control units and a number of emergency braking devices according to the invention, each
  • Brake control unit is assigned to a railcar of a rail vehicle and functions of a braking device assigned to a second railcar are monitored via the second input of a first emergency braking device and measures for carrying out emergency braking in the first railcar are initiated via the output of the first emergency braking device.
  • a braking device assigned to the first railcar are monitored via the second input of a second emergency braking device and via the output of the second emergency braking device. device measures to carry out an emergency braking in the first railcar.
  • the invention further consists in a method for ensuring an emergency braking function in rail vehicles by means of an emergency braking device which can be integrated into a braking system with at least one brake control unit, in which the presence of an event causing an emergency braking is detected via a first of at least two inputs and via a second input is detected as to whether effective measures for carrying out emergency braking have been or can be taken by a brake control unit, and effective measures for carrying out emergency braking are initiated via at least one output in the event that none are carried out by the brake control unit effective measures to carry out an emergency braking have been or can be taken and this is recorded via the second input.
  • the special features and advantages of the emergency braking device according to the invention are also implemented as part of a method. This also applies to the particularly preferred embodiments of the method according to the invention specified below.
  • This is usefully designed in such a way that a deceleration function is provided, so that measures for initiating emergency braking are only initiated by the output when a minimum time has elapsed after the detection of an event causing an emergency braking. Furthermore, it can usefully be provided that it is detected via the second input whether there is sufficient pressure available for a braking operation.
  • the method according to the invention is developed in a particularly advantageous manner in that it is detected via a third input whether an anti-skid function is active and that no measures for carrying out emergency braking are initiated by the output if effective measures for carrying out emergency braking are taken by the brake control unit have been or can be taken and this is detected via the second input or a slide contactor function is active.
  • the invention is based on the finding that a braking system of a rail vehicle can be simplified on the basis of an emergency braking device with a monitoring and backup function.
  • the brake pressure is queried when the emergency brake loop is energized. If this does not increase within an adjustable time, there must be a brake failure and the emergency brake valves are activated automatically.
  • the invention preferably works on the basis of an electrical safety loop based on the closed-circuit principle and an electropneumatic or electrohydraulic braking device unit with EP (electro-pneumatic) or EH (electro-hydraulic) emergency brake valve (s).
  • the area of application ranges from the single vehicle with a local (electrical) safety loop the quiescent current principle) in the simplest form up to the multiple unit with continuous safety loop (in some cases in a very complex form with monitoring etc.) and decentralized (e.g. for each running gear), electronically controlled brake unit units according to an electro-pneumatic, electro-hydraulic or electro- mechanical operating principle with independent emergency brake intervention.
  • the emergency braking device according to the invention for rail vehicles emits an error signal (high active) to the next available brake or drive control electronics, which can forward this error message generated independently of the brake control unit, for example via the train bus, to the train control level.
  • This independently generated error message is optionally linked to a free message (high active) which goes out in the event of an error, that is to say when the emergency braking device according to the invention for rail vehicles becomes effective, that is to say it is removed. Both signals are physically and logically ambivalent.
  • the emergency braking device for rail vehicles functions in "non-safe” Rail vehicles function in “non-safe” systems together with the electronic safety loop and "safe emergency intervention components” such as emergency brake solenoid valves as a "safe subsystem” within a braking system. It only becomes effective if, on the one hand, emergency, forced or rapid braking is triggered via the safety loop and, on the other hand, the "non-safe” system components fail when one of these types of braking is carried out, or this version remains below a certain level of effectiveness, that is, for example certain minimum brake cylinder pressure (for example 60 bar with an EH brake system) is not reached within the monitoring time. This pressure is reported back, for example, by a pressure switch. Seen from the overall logical function, the inventive emergency braking device for rail vehicles consists of a monitoring part and an actuating part. In terms of device technology, the two function blocks are preferably largely integrated.
  • Figure 1 is a schematic representation of a brake system according to the invention with emergency braking devices according to the invention
  • FIG. 2 is a schematic representation of an emergency braking device according to the invention
  • FIG. 3 shows a flow diagram of a method according to the invention
  • Figure 4 shows a brake system according to the prior art.
  • FIG. 1 shows a schematic representation of a brake system according to the invention with emergency braking devices according to the invention.
  • a rail vehicle 16 shown here comprises three railcars 36, 38, 40 in addition to the wagons not shown.
  • Each of the railcars 36, 38, 40 contains its own brake control unit 18, 20, 22.
  • Each railcar 36, 38, 40 also has a brake unit 48, 50, 52 assigned.
  • each rail car 36, 38, 40 is assigned an emergency braking device 10, 12, 14.
  • the railcars 36, 38, 40 are connected to one another by a higher-level safety loop 30, the safety loop 30 having a plurality of intervention options symbolized by switches 42, 44, 46.
  • the braking system works as follows.
  • the safety loop 30 carries a current, that is to say the switches 42, 44, 46 are closed.
  • the emergency braking devices 10, 12, 14, which are connected to the safety loop 30 via an input, are not active in this current-carrying state of the safety loop 30.
  • the brake control units 18, 20, 22 can output electrical signals to the brake units 48, 50, 52, which can ultimately be converted there into a mechanical actuation of the brakes.
  • the safety loop 30 is opened by opening at least one of the switches 42, 44, 46 in the currentless was offset, this information is available both on the emergency braking devices 10, 12, 14 and on the brake control units 18, 20, 22. Consequently, the brake control units 18, 20, 22 will initiate emergency braking by forwarding a corresponding signal to the brake units 48, 50, 52. Of course, this presupposes that the brake units 18, 20, 22 are functional. Since this is not necessarily the case in the event of a fault, the braking process initiated by the “non-safe” part of the braking system is monitored by the emergency braking devices 10, 12, 14.
  • the emergency braking devices detect, for example, via the electrical connections 54, 56, 58 whether there is a minimum pressure required for emergency braking or whether an anti-skid function is active. If at least one of these conditions is met, it can be assumed that emergency braking can be properly initiated or has already been initiated by the brake control units 18, 20, 22. In the other case, it can be assumed that emergency braking cannot be initiated properly. Then the emergency braking devices 10, 12, 14 access the respective braking unit 48, 50, 52 directly via the actuating element 60, 62, 64 in order to initiate the emergency braking.
  • the emergency brake device 10 monitors the brake unit 48, for example, and the emergency brake device 10 also accesses the brake unit 48 in the event of a fault.
  • the emergency braking device 12 monitors the braking unit 50 and, in the event of a fault, also accesses the braking unit 50. It can also be provided that these tasks are performed "crosswise".
  • the emergency braking device 10 can monitor the braking unit 50, while the emergency braking device 12 monitors the braking unit 48.
  • the braking unit 48 can then optionally be accessed by the emergency braking device 10, while the braking unit 50 is accessed by the emergency braking device 12.
  • the actuating function of the emergency braking devices 10, 12 can also take place crosswise. In this case, the monitoring function then takes place again as shown in FIG. 1.
  • FIG. 2 shows a schematic representation of an emergency braking device according to the invention.
  • the emergency braking device 10 according to FIG. 1 is selected here by way of example for the other emergency braking devices and is shown in more detail with regard to its functional elements.
  • the emergency braking device 10 has three inputs 24, 26, 34 and one output 28.
  • the input 24 is connected to the safety loop 30;
  • Via inputs 26, 34 variables can be recorded which are characteristic of the successful initiation of emergency braking.
  • input 26 can be used to determine whether a minimum pressure has been reached or exceeded;
  • Input 34 can be used to determine whether an anti-skid function is active. If the safety loop 30 changes to a currentless state in the event of a fault, this is detected at the input 24 of the emergency braking device 10.
  • This information is sent to a dead time element 32 in order to delay the subsequent evaluation carried out by the detection and decision function unit 66 until a point in time, when the monitored brake unit is working properly, that correct values have been reached.
  • the dead time element 32 can also be ignored. For example, when using an anti-skid function as a criterion for the correct functioning of a brake, it would not be necessary to delay the signal received at input 24. If it is determined by the recording and decision function unit 66 that emergency braking has been initiated or can be initiated, no further measures are taken. In the other case, emergency braking is initiated directly via output 28.
  • FIG. 3 shows a flow diagram of a method according to the invention.
  • the safety loop is de-energized in step SOI due to a fault in the braking system or due to any other conditions.
  • the emergency braking is initiated by the brake control unit in accordance with step S02.
  • a time delay initially takes place in accordance with step S03. It is then checked in step S04 whether a pressure threshold required for emergency braking is exceeded or whether an anti-skid function is active. If this question is answered with yes, the emergency braking must be proceeding correctly; consequently, no further action needs to be taken. If, on the other hand, the question is answered in the negative, the emergency braking is initiated by the emergency braking device in accordance with step S05.
  • control element 62 control element

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

Abstract

L'invention concerne un dispositif de freinage de secours (10, 12, 14) permettant de sauvegarder une fonction de freinage de secours dans des véhicules ferroviaires (16), dispositif qui peut être intégré dans un système de freinage présentant au moins une unité de commande de freinage (18, 20, 22), caractérisé en ce qu'il comprend : au moins deux entrées (24, 26), et en ce que, sur une première entrée (24), l'existence d'un événement donnant lieu à un freinage de secours est détectable, cependant qu'on peut détecter, sur une seconde entrée (26), si, au moyen d'une unité de commande de freinage (18, 20, 22), des mesures efficaces permettant d'exécuter un freinage de secours ont été prises ou peuvent être prises, et au moins une sortie (28) permettant l'introduction de mesures efficaces pour l'exécution d'un freinage de secours au cas où, par l'unité de commande de freinage (18, 20, 22), aucune mesure efficace pour l'exécution d'un freinage de secours n'a été prise ou n'a pu être prise, ceci ayant été détecté sur la seconde entrée (26).
PCT/EP2004/009573 2003-08-27 2004-08-27 Dispositif de freinage de secours et systeme de freinage pour vehicule ferroviaire, et procede permettant de sauvegarder une fonction de freinage de secours dans des vehicules ferroviaires WO2005021347A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10339763 2003-08-27
DE10339763.9 2003-08-27

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Publication Number Publication Date
WO2005021347A1 true WO2005021347A1 (fr) 2005-03-10

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WO (1) WO2005021347A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011050950A1 (fr) * 2009-10-28 2011-05-05 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Dispositif de freinage de secours d'un véhicule sur rails
WO2015043636A1 (fr) * 2013-09-26 2015-04-02 Siemens Aktiengesellschaft Procédé de freinage d'un véhicule ferroviaire et dispositif de commande et/ou de réglage d'un système de freinage
CN113844489A (zh) * 2021-09-30 2021-12-28 中车株洲电力机车有限公司 一种无人警惕紧急制动的控制系统及控制方法
CN114889657A (zh) * 2022-04-27 2022-08-12 交控科技股份有限公司 紧急安全环路及轨道车辆
WO2023005015A1 (fr) * 2021-07-30 2023-02-02 中车长春轨道客车股份有限公司 Système de freinage de véhicule ferroviaire et procédé de surveillance de système de freinage de véhicule ferroviaire

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DE102007004429A1 (de) 2007-01-24 2008-08-07 Siemens Ag Sicherheitsbremse mit Ruckbegrenzung
DE102011006002A1 (de) 2011-03-23 2012-09-27 Siemens Aktiengesellschaft Aktuator für ein Bremssystem eines Schienenfahrzeugs
DE102012219984A1 (de) † 2012-10-31 2014-04-30 Siemens Aktiengesellschaft Bremsaktor für ein Bremssystem eines Fahrzeugs, insbesondere eines Schienenfahrzeugs
DE102013219438A1 (de) * 2013-09-26 2015-04-09 Siemens Aktiengesellschaft Bremsaktor für ein Bremssystem eines Fahrzeugs sowie Verfahren zum Abbremsen eines Fahrzeugs
DE102014226109B4 (de) 2014-12-16 2022-01-27 Volkswagen Aktiengesellschaft Kraftfahrzeug mit Multikollisionsbremsung
DE102017217472B4 (de) 2017-09-29 2020-06-04 Siemens Mobility GmbH Konzept zum Übertragen einer Schnellbremsanforderung in einem Triebfahrzeug
DE102018206842A1 (de) * 2018-05-03 2019-11-07 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Steuerungssystem für eine elektromechanische Bremse

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US5788339A (en) * 1997-01-28 1998-08-04 Westinghouse Air Brake Company Universal pneumatic brake control unit
DE19848994A1 (de) * 1998-10-23 2000-05-04 Knorr Bremse Systeme Bremssystem für ein Schienenfahrzeug
DE10001359A1 (de) * 2000-01-14 2001-08-09 Siemens Ag 0riebzug-Sicherheitsschleife
EP1129888A2 (fr) * 2000-02-02 2001-09-05 Siemens Aktiengesellschaft Dispositif de contrôle des freins d'un véhicule ayant plusieurs systèmes de freinage
DE10106377A1 (de) * 2000-12-19 2002-07-04 Knorr Bremse Systeme Elektromechanische Bremszuspanneinrichtung

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US5788339A (en) * 1997-01-28 1998-08-04 Westinghouse Air Brake Company Universal pneumatic brake control unit
DE19848994A1 (de) * 1998-10-23 2000-05-04 Knorr Bremse Systeme Bremssystem für ein Schienenfahrzeug
DE10001359A1 (de) * 2000-01-14 2001-08-09 Siemens Ag 0riebzug-Sicherheitsschleife
EP1129888A2 (fr) * 2000-02-02 2001-09-05 Siemens Aktiengesellschaft Dispositif de contrôle des freins d'un véhicule ayant plusieurs systèmes de freinage
DE10106377A1 (de) * 2000-12-19 2002-07-04 Knorr Bremse Systeme Elektromechanische Bremszuspanneinrichtung

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011050950A1 (fr) * 2009-10-28 2011-05-05 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Dispositif de freinage de secours d'un véhicule sur rails
WO2015043636A1 (fr) * 2013-09-26 2015-04-02 Siemens Aktiengesellschaft Procédé de freinage d'un véhicule ferroviaire et dispositif de commande et/ou de réglage d'un système de freinage
CN105593083A (zh) * 2013-09-26 2016-05-18 西门子公司 用于制动轨道车辆的方法和用于制动系统的开环和/或闭环控制装置
EP3038868B1 (fr) 2013-09-26 2017-08-16 Siemens Aktiengesellschaft Procédé pour freiner une véhicule de chémin de fer et système de commande et/ou réglage pour un système de freinage
AU2013401431B2 (en) * 2013-09-26 2017-08-31 Siemens Mobility GmbH Method for braking a rail vehicle and open-loop and/or closed-loop control device for a brake system
CN105593083B (zh) * 2013-09-26 2018-03-30 西门子公司 用于制动轨道车辆的方法和用于制动系统的开环和/或闭环控制装置
US10040435B2 (en) 2013-09-26 2018-08-07 Siemens Aktiengesellschaft Method for braking a rail vehicle and open-loop and/or closed-loop control device for a brake system
WO2023005015A1 (fr) * 2021-07-30 2023-02-02 中车长春轨道客车股份有限公司 Système de freinage de véhicule ferroviaire et procédé de surveillance de système de freinage de véhicule ferroviaire
CN113844489A (zh) * 2021-09-30 2021-12-28 中车株洲电力机车有限公司 一种无人警惕紧急制动的控制系统及控制方法
CN113844489B (zh) * 2021-09-30 2022-10-14 中车株洲电力机车有限公司 一种无人警惕紧急制动的控制系统及控制方法
CN114889657A (zh) * 2022-04-27 2022-08-12 交控科技股份有限公司 紧急安全环路及轨道车辆
CN114889657B (zh) * 2022-04-27 2023-08-11 交控科技股份有限公司 紧急安全环路及轨道车辆

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