WO2010115537A2 - Procédé et dispositif de commande de la force de freinage - Google Patents

Procédé et dispositif de commande de la force de freinage Download PDF

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Publication number
WO2010115537A2
WO2010115537A2 PCT/EP2010/001974 EP2010001974W WO2010115537A2 WO 2010115537 A2 WO2010115537 A2 WO 2010115537A2 EP 2010001974 W EP2010001974 W EP 2010001974W WO 2010115537 A2 WO2010115537 A2 WO 2010115537A2
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
brake
rail vehicle
speed
braking force
Prior art date
Application number
PCT/EP2010/001974
Other languages
German (de)
English (en)
Other versions
WO2010115537A3 (fr
Inventor
Michael Amft
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 WO2010115537A2 publication Critical patent/WO2010115537A2/fr
Publication of WO2010115537A3 publication Critical patent/WO2010115537A3/fr

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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3235—Systems specially adapted for rail vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P5/00—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft
    • G01P5/14—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring differences of pressure in the fluid
    • G01P5/16—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring differences of pressure in the fluid using Pitot tubes, e.g. Machmeter

Definitions

  • the invention relates to a method for controlling the braking force of a brake system of a rail vehicle, in particular a high-speed rail vehicle, with the features of the preamble of claim 1. Furthermore, the invention relates to a control device for carrying out the method according to the invention and a brake system for a rail vehicle, in particular a high-speed rail vehicle such a device comprises.
  • TSI interoperability
  • the brake systems are usually designed so that in emergency braking a constant emergency brake pressure which ensures that the required stopping distances are maintained.
  • the set emergency brake pressure is therefore usually a compromise between maximum power and maximum braking distance. Due to the high speeds at the time of initiation of the braking process, extreme loads on the brake system occur in high-speed rail vehicles.
  • the braking elements of a brake system are claimed to the limits of their performance. As a rule, these comprise at least one brake disk connected to the wheel axle of the rail vehicle and at least one further brake element which can be brought into frictional contact with the brake disk via an actuating device.
  • a brake cylinder may be provided, which acts on a brake caliper, are arranged on the brake shoes as further brake elements.
  • the brake calliper engages around the brake disc, so that the brake shoes are pressed against the brake disc when the brake calliper is actuated.
  • the energy introduced into the brake disc during the braking process is essentially converted into heat. It is important to avoid overheating, otherwise the brake disc could be damaged. From the prior art, therefore, various methods and devices for monitoring the
  • EP 0 741 065 A2 discloses a speed-dependent braking method and a braking device which can be used for this purpose and which comprises a plurality of sets of brake elements which are equipped with a different number of braking elements and which are time-displaced as a function of the respective initial speed or the remaining speed remaining be used.
  • a speed detection line can be provided which can communicate with a transducer or control console to sense the speed.
  • the object of the present invention is to specify a method for controlling the braking force of a brake system for a rail vehicle, in which the control takes place as a function of the respective vehicle speed.
  • the specified method should also allow the determination of the vehicle speed in a simple manner.
  • the object is achieved by a method having the features of claim 1.
  • Another object is to provide a control device for a brake system for carrying out the method according to the invention. This object is achieved by a control device having the features of claim 8. Furthermore, a brake system comprising such a control device and a rail vehicle with a corresponding brake system are claimed.
  • the vehicle speed is determined indirectly via the travel wind and recorded to determine the air flow of the dynamic pressure.
  • the detected back pressure is then forwarded as a switching pressure or control pressure to a control device.
  • the indirect determination of the vehicle speed over the wind has the advantage that it is always available and can be deduced from this safely the respective speed of the vehicle.
  • the dynamic pressure increases proportionally with the vehicle speed.
  • the back pressure represents a pneumatically processable size, so that pneumatic components can be used for processing, which are simple in construction and thus less prone to failure than, for example, corresponding electrical or electronic components.
  • the back pressure is detected via at least one pitot tube and / or a static probe.
  • first and second pitot tube and / or the static probe can form a structural unit.
  • the at least one pitot tube and / or the static probe is arranged at an exposed point on the vehicle. Preferred is an arrangement of pitot tube and / or probe in the region of the roof of a rail vehicle, since there the air flow experiences the least influence and manipulation by unauthorized persons can be largely excluded.
  • a further development of the method according to the invention provides that the detected back pressure is forwarded to a pressure sensor and / or a pressure switch for enabling or blocking a high-speed drive.
  • a pressure sensor and / or a pressure switch for enabling or blocking a high-speed drive.
  • the availability of the system is checked and the high-speed drive is released only if the result of the test is positive.
  • pressure sensor and / or pressure switch generate a corresponding signal.
  • the braking force is controlled stepped.
  • the dynamic pressure by means of a pressure booster, for example via a piston valve, translated into a switching pressure and in response to the switching pressure in a high or a low control pressure.
  • a controller has a particularly simple structure.
  • the back pressure is preferably translated via a pressure booster in a continuously variable control pressure, so that at a continuously increasing back pressure and the control pressure increases continuously.
  • both methods have the advantage that the processing of the back pressure is essentially purely pneumatic. Pneumatic components are extremely robust and not susceptible to interference, ensuring high system security.
  • a control device for a brake system of a rail vehicle for controlling the braking force transmitted to a brake disk by means of a brake caliper, which according to the invention comprises at least one pitot tube and / or a static probe for detecting the back pressure. About the back pressure of the wind and thus indirectly the vehicle speed can be determined. The control of the braking force is thus in indirect dependence on the respective vehicle speed of the rail vehicle.
  • the control device is also designed in such a way that the required maximum stopping distances are maintained and overloading of the brake system is avoided.
  • the control device preferably further comprises at least one pressure booster for processing the ram pressure into a switching pressure or control pressure.
  • a braking system for a rail vehicle in particular a high-speed rail vehicle, having a control device described above for controlling the braking force transmitted to a brake disk by means of a brake caliper.
  • the brake system comprises at least one brake disk connected to a wheel axle of the vehicle as a first brake element and at least one further brake element connected to the brake caliper, which can be brought into frictional contact with the brake disk via the brake caliper.
  • the brake caliper is preferably actuated via a brake cylinder.
  • the subject matter of the invention is also a rail vehicle, in particular a high-speed rail vehicle, having a brake system of the aforementioned type, which comprises a control device according to the invention for controlling the braking force.
  • Fig. 2 is a schematic representation of a control device according to the invention for two-stage control
  • Fig. 3 is a schematic representation of a control device according to the invention for stepless control.
  • the schematic representation of Fig. 1 can be found in the general inventive idea.
  • the outline of a rail vehicle with four wheels or wheel axles is initially indicated herein.
  • the control device associated with the rail vehicle comprises a first pitot tube 1 a arranged outside the vehicle, which is aligned against the indicated direction of travel, and a second pitot tube 1 b arranged outside the vehicle, which is aligned in the direction of travel.
  • the two pitot tubes are used to detect a dynamic pressure S, which provides information about the respective vehicle speed.
  • a Prandtl tube can be used, for example, which also allows a measurement of the static pressure S "When utilizing the simple Pitot tube can be used for measurement of the static pressure -. 1 as shown in Fig indicated - a static probe 2 including in addition the outside of the. Vehicle be arranged.
  • the back pressure S is forwarded via the pitot tube 1 a or Ib as a dynamic pressure element and a check valve 3 to the brake control 11.
  • the forwarding and processing of the back pressure is purely pneumatic. Influencing the dynamic pressure due to short-term strong gusts of wind or turbulence, which can occur, for example, in the area of tunnel entrances, are pneumatically filtered out by systemic inertias.
  • the brake control 11 has, in addition to a first connection for the dynamic pressure S, a further connection to which a supply pressure A or R is present. Furthermore, an input for a control signal B is provided, wherein the control signal may be electrical, electronic or pneumatic. About the brake control, a brake cylinder pressure C is effected, with which an unillustrated brake cylinder of a brake system is acted upon.
  • the static pressure S ' detected via the pitot tube 1a or 1b and / or via the static probe 2 is forwarded via a check valve 3 to a piston valve 7 which controls the Pressure in a switching pressure T translates.
  • the switching point is tuned to a previously calculated braking value.
  • the brake cylinder is acted upon by the brake controller 11 with a high or a low control pressure.
  • the control is infinitely variable, that is, the control pressure and thus the brake cylinder pressure C is continuously variable.
  • the dynamic pressure S recorded via the pitot tube 1a or 1b and / or the static pressure S " recorded via the static probe 2 are forwarded via the check valve 3 to a pressure booster 8 for transmission into a stepless control pressure T.
  • control devices of both embodiments also each comprise at least one pressure sensor 4a, 4b and a pressure switch 5a, 5b, which check the availability of the system as a function of the measured airspeed or the vehicle speed and at a positive result of the test signal the release for high-speed travel, otherwise the release does not signal and thus prevent high-speed travel.
  • the risk of local or remote system failure during high speed travel can be significantly reduced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de commande de la force de freinage transmise au moyen d'un étrier de frein à un disque de frein d'un essieu d'un véhicule sur rails, en particulier d'un véhicule sur rails à grande vitesse, la commande se faisant en fonction de la vitesse du véhicule. Selon l'invention, la vitesse du véhicule est déterminée indirectement par le biais du vent relatif qui est déterminé par le biais de la pression dynamique acquise et transmise à un dispositif de commande en tant que pression de commutation ou de commande. L'invention concerne également un dispositif de commande destiné à un système de freinage d'un véhicule sur rails, en particulier d'un véhicule sur rails à grande vitesse, et servant à commander la force de freinage transmise à un disque de frein au moyen d'un étrier de frein, ainsi qu'un système de freinage comprenant un tel dispositif de commande.
PCT/EP2010/001974 2009-04-08 2010-03-29 Procédé et dispositif de commande de la force de freinage WO2010115537A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009016986.5 2009-04-08
DE200910016986 DE102009016986A1 (de) 2009-04-08 2009-04-08 Verfahren und Einrichtung zur Bremskraftsteuerung

Publications (2)

Publication Number Publication Date
WO2010115537A2 true WO2010115537A2 (fr) 2010-10-14
WO2010115537A3 WO2010115537A3 (fr) 2011-04-28

Family

ID=42733234

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/001974 WO2010115537A2 (fr) 2009-04-08 2010-03-29 Procédé et dispositif de commande de la force de freinage

Country Status (2)

Country Link
DE (1) DE102009016986A1 (fr)
WO (1) WO2010115537A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014122824A (ja) * 2012-12-21 2014-07-03 Hitachi Ltd 地上風計測システム
EP3964421A3 (fr) * 2020-09-08 2022-03-23 ALSTOM Transport Technologies Système et procédé de localisation d'un véhicule ferroviaire le long d'une ligne de chemin de fer alimentée par une caténaire et véhicule ferroviaire associé

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012010519C5 (de) 2012-05-25 2016-10-20 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Steuerung einer Druckluftbremseinrichtung eines Schienenfahrzeugs im Falle einer Zwangs-, Schnell- oder Notbremsung
DE102019113753A1 (de) * 2019-05-23 2020-11-26 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Notbremsventilsystem für ein pneumatisches Bremssystem

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0483719A1 (fr) 1990-10-30 1992-05-06 Gec Alsthom Sa Système de freinage pour véhicule ferroviaire
EP0601681A1 (fr) 1992-12-09 1994-06-15 MANNESMANN Aktiengesellschaft Procédé et dispositif d'ajustement de la force de freinage aux disques de frein des véhicules ferroviaires
EP0741065A2 (fr) 1995-05-05 1996-11-06 The B.F. Goodrich Company Dispositif de freinage et méthode pour établir une force de freinage plus constante

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2187942A (en) * 1937-12-04 1940-01-23 Westinghouse Air Brake Co Brake system
CH208683A (de) * 1938-05-03 1940-02-15 Bbc Brown Boveri & Cie Einrichtung zur selbsttätigen Regelung des Bremsluftdruckes von Fahrzeugen in Abhängigkeit von der Fahrgeschwindigkeit.
DE102005010118A1 (de) * 2005-03-02 2006-09-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Steuereinrichtung eines Schienenfahrzeugs

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0483719A1 (fr) 1990-10-30 1992-05-06 Gec Alsthom Sa Système de freinage pour véhicule ferroviaire
EP0601681A1 (fr) 1992-12-09 1994-06-15 MANNESMANN Aktiengesellschaft Procédé et dispositif d'ajustement de la force de freinage aux disques de frein des véhicules ferroviaires
EP0741065A2 (fr) 1995-05-05 1996-11-06 The B.F. Goodrich Company Dispositif de freinage et méthode pour établir une force de freinage plus constante

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014122824A (ja) * 2012-12-21 2014-07-03 Hitachi Ltd 地上風計測システム
EP3964421A3 (fr) * 2020-09-08 2022-03-23 ALSTOM Transport Technologies Système et procédé de localisation d'un véhicule ferroviaire le long d'une ligne de chemin de fer alimentée par une caténaire et véhicule ferroviaire associé

Also Published As

Publication number Publication date
WO2010115537A3 (fr) 2011-04-28
DE102009016986A1 (de) 2010-10-14

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