WO2017144560A1 - Modification de pression de freinage à commande temporelle pour véhicules ferroviaires - Google Patents

Modification de pression de freinage à commande temporelle pour véhicules ferroviaires Download PDF

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Publication number
WO2017144560A1
WO2017144560A1 PCT/EP2017/054110 EP2017054110W WO2017144560A1 WO 2017144560 A1 WO2017144560 A1 WO 2017144560A1 EP 2017054110 W EP2017054110 W EP 2017054110W WO 2017144560 A1 WO2017144560 A1 WO 2017144560A1
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WO
WIPO (PCT)
Prior art keywords
pressure
brake
change
braking
time
Prior art date
Application number
PCT/EP2017/054110
Other languages
German (de)
English (en)
Inventor
Marc-Oliver Herden
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 WO2017144560A1 publication Critical patent/WO2017144560A1/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
    • 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
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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

Definitions

  • the present invention relates to an apparatus and a method for controlling a braking device for rail vehicles.
  • the invention also relates to a computer program with code means for carrying out the steps of the aforementioned method on a computer system, and a computer-readable storage medium on which a program code having the code means of the computer program is stored.
  • an emergency brake device should ensure that a minimum emergency brake control pressure is available for actuating brake actuators of the pneumatic brake system.
  • an emergency braking there is an increased risk that is braked so strong that the applied braking force can not be recorded on the friction ⁇ contact between the wheel and rail. This can lead to a locking of the wheels.
  • an emergency braking often leads to jerky behavior of the rail vehicle, which in particular standing passengers can be endangered. From DE 10 2011 110 047 AI emergency braking device for a rail vehicle is known, with a Notbrems tenuventi ⁇ l founded for providing an emergency brake control pressure for a pneumatic braking device of the rail vehicle.
  • the emergency braking device comprises a Notbremsbucheinstelleinrich- tung on to the Notbrems Kunststoffbuchs setting in dependence on a load value of the rail vehicle or a VELOCITY ⁇ keitswerts the rail vehicle.
  • FIG. 1 shows a diagram with a schematic curve of the brake pressure (C) for a pneumatic braking device as a function of the speed (v) of the rail vehicle.
  • the brake pressure (or "c-pressure") for emergency braking in conventional emergency braking devices is speed-dependent, for example. In two stages (high / low), for example with a pressure booster
  • the present invention is therefore an object of the invention to provide an apparatus and a method for controlling an emergency braking device for rail vehicles, by the the technical effort associated with avoiding locking the wheels and enabling jerk-free braking can be reduced. This object is solved by the features of the device and the method according to the independent claims.
  • the change or switching of the brake pressure does not have to be speed-dependent. It can be controlled by time based on a temporal forecast. The beginning of the change can, for example, be triggered by a time trigger. This allows more flexibil ⁇ ty in the design of the switching and the braking control and reduced cost in the recovery of speed data, may be provided at the time accuracy and reliability ge ⁇ ringere claims.
  • the device for controlling the emergency brake device can be implemented as software, hardware or a combination of software and hardware. It may have one or more interfaces to exchange appropriate data with other devices of the vehicle.
  • the controller may be implemented as one or more modules and / or processes and / or objects and / or threads.
  • a device for controlling a braking device of a rail vehicle with a time control device for determining at least one predicted time or period for a change of one Brake pressure based on available at the initiation of a braking operation speed data of the rail vehicle, and a Bremstikeinstell adopted for initiating the change of the brake pressure in response to reaching the predicted time or period.
  • a method of controlling a brake device of a railway vehicle comprising determining at least a predicted time or period for a change in brake pressure based on speed data of the rail vehicle available upon initiation of a braking operation, and initiating the change in brake pressure in response to a Reaching the predicted time or period.
  • the invention further relates to a computer-readable Speicherme ⁇ dium on which a is stored on a computer system executable program code which generates the steps of vorgenann ⁇ th method or implemented.
  • the invention further relates to a computer program comprising code means on a computer system produce the steps of the aforementioned method when executed or imple menting ⁇ .
  • the braking operation may be emergency braking and the change may be an increase in brake pressure.
  • the time control device may be configured to determine the predicted time or period based on a prognosis of the deceleration curve of the rail vehicle after initiation of the braking process.
  • the time control device can be designed to generate a trigger signal for the change of the brake pressure when the predicted time or period is reached, wherein the brake pressure setting device initiates the change of the brake pressure in response to a detection of the trigger signal.
  • the brake pressure setting device can be designed to initiate a sudden, step-shaped or ramp-shaped change of the brake pressure.
  • the Bremstikeinstell constructive can be configured to issue a modified load ⁇ pressure signal to initiate the change of the brake pressure to a brake control valve device which emits in response thereto a corresponding brake control pressure to a pressure converter or a pressure booster for a pneumatic braking device.
  • FIG. 1 shows a diagram with alternative schematic courses of a speed-dependent braking force in a conventional emergency brake device
  • FIG. 2 shows a schematic block diagram of an emergency braking device according to a first exemplary embodiment
  • FIG. a schematic block diagram of an emergency brake pressure setting device for the emergency braking device according to the first embodiment
  • 4 shows a time diagram with alternative schematic course of a time-dependent braking force in an emergency braking device according to the first exemplary embodiment
  • FIG. 5 is a flowchart of a control method according to a second embodiment.
  • FIG. 2 shows schematically an emergency brake device with an emergency brake pressure setting device (NBDE) 12 and an emergency brake control valve device (NBSVE) 14.
  • the emergency brake control valve device 14 can be connected to a main air line (not shown). Further, the emergency brake control valve device 14 is connected to a unit pressure converter (EDU) 16, which converts an applied control pressure such as an emergency brake control pressure Cn into a corresponding brake pressure C.
  • EEU unit pressure converter
  • the unit pressure converter 16 may convert the control pressure Cv to a corresponding brake pressure C.
  • the main control valve device 18 may be controllable by an electronic brake control device (BSE) 10.
  • BSE electronic brake control device
  • the emergency brake device is actuated or activated in any other way, so that, if appropriate, the main control valve device 18 is bypassed.
  • the emergency brake control valve device 14 may be interposed between the unitary pressure converter 16 and the main control valve device 18. It should be noted that instead of the unit ⁇ pressure converter 16 and a pressure booster can be used, which not only transfers an applied control pressure to a larger volume, but also increases.
  • the Notbrems tenuventil raised 14 may, for example, by a pressure drop in a main brake pipe of the rail vehicle to be controlled ⁇ to initiate an emergency braking. Accordingly, the emergency brake control valve device 14 provides the emergency brake control pressure Cn, which is forwarded to the unit pressure converter 16.
  • This emergency brake control pressure Cn is modified by a pneumatic load control pressure provided by the emergency brake pressure adjusting device 12. For this, a pneu- matic load pressure signal is applied to the Tmod Notbrems tenuventilein ⁇ directional 14th
  • the emergency brake control valve device 14 adjusts the control pressure output by it according to the modified load pressure signal Tmod.
  • the Notbremstikeinstell Road 12 may be formed such example., That it intercepts a pneumatic load pressure signal ⁇ emp indicative of a load value T of the rail vehicle or egg ⁇ ner associated axle of the rail vehicle. This signal can originate, for example, from an air bellows. Further, the emergency brake pressure adjusting means 12 is supplied with a speed signal v. This signal can be an electrical or pneumatic signal.
  • the Notbremstikeinstellein- device 12 is designed such that it determines based on egg ⁇ nem previous value of the speed signal a time course of the variable load pressure signal Tmod and applies it to the Notbrems askventil acquired fourteenth
  • the Notbremstikeinstell issued 12 also includes an integrated or separately arranged electronic Notbrems Kunststoffeinrich ⁇ tion (not shown), by means of which the setting of the emergency brake pressure is controlled by determining and generating the corresponding load pressure signal Tmod.
  • the time dependence of the load pressure signal Tmod is set, for example, as a function of a last detected speed value, so that the pressure changeover during the emergency braking is not speed-dependent but time-controlled.
  • the beginning of the switching can be triggered, for example, as a function of a determined time control by a time trigger signal UTr (eg a predetermined pulse or signal value) which is generated by the Notbremstikeinstell SkISSISS 12 (or its emergency brake control device) or by an external device after emergency braking initiated.
  • a time trigger signal UTr eg a predetermined pulse or signal value
  • Such a time-dependent controlled switching of the emergency brake pressure he ⁇ allows more flexibility in the design of the switching and the emergency brake control.
  • the timing of the load pressure signal Tmod can pneumatically ⁇ or electro-pneumatic.
  • the emergency brake pressure adjustment device 12 may have a pressure rocker which pneumatically generates a corresponding modified load pressure signal Tmod.
  • the time-dependent control can be provided in such a way that at times corresponding to a brake-dependent estimated high speed (ie, if fahrungsdorf the Adphasesbeiwert between wheel and rail ge ⁇ ringer than at a lower speed), the time-modified value of the load pressure signal is ⁇ represents less than Tmod is at times that correspond to a brake depending the estimated lower speed.
  • the emergency brake control valve device 14 is provided with a "virtual" load pressure signal Tmod based on a last calculated speed value calculated in advance.
  • FIG. 3 shows an exemplary schematic block diagram of the emergency brake pressure setting device 12 for the emergency brake device according to the first exemplary embodiment.
  • NZS Notbremszeit Kunststoff
  • Tmod load pressure signal
  • FIG. 4 shows a time diagram with alternative schematic courses of a time-dependent brake force changeover in an emergency brake device according to the first exemplary embodiment.
  • the emergency brake is triggered, for example, the last available one
  • Based on a Algo ⁇ algorithm or a memory table predicted tarry ⁇ approximately behavior of the rail vehicle to a predetermined time ⁇ point and / or a time switching portion (Umschaltfens- ter) UB t are determined in which the rail vehicle the rich ⁇ tige or optimal speed has reached the switching. Within the switching window UB t or at the predetermined time ⁇ point to then increases the brake pressure during emergency ⁇ braking process.
  • the increase of the brake pressure C depending on the generated load pressure signal Tmod may alternatively be controlled in a stepwise manner at the predetermined time t0 or stepwise or ramped (continuously) within the time switching window UB t .
  • FIG. 5 shows a flowchart of a control method for an emergency brake device according to a second exemplary embodiment, which can be implemented, for example, in an emergency brake control device as a software for computer control.
  • the program start is initiated, for example, when triggering an emergency stop.
  • the evaluation of the Ge ⁇ schwindtechnikswill an available speed signal v ggf- by consulting available load data is T for prognostic ⁇ cation of the delay behavior of the rail vehicle ⁇ example concerned.
  • T for prognostic ⁇ cation of the delay behavior of the rail vehicle ⁇ example concerned.
  • the predicted deceleration behavior in step 502 at least one switching time point for a sudden, step-shaped or ramp-shaped change in the emergency brake pressure is determined, for example, using a memory table or an algorithm.
  • a Shift ⁇ window can be determined within which the changeover is to take place.
  • step 503 it is checked in step 503 by comparison with a timer, whether the determined time or the ⁇ averaged switching window has been reached or not. If not, step 503 is repeated until the ermit ⁇ Telte time or the switching window determined was achieved. As soon as in step 503 it is determined that the ermit ⁇ Telte time or the switching window detected has been reached, the process proceeds to step 504 and the brake pressure for the emergency braking is according to a desired temporal
  • the control for increasing the braking pressure in the emergency braking can be realized through an opening provided in the emergency braking program-controlled computer device in which the steps of Fig. 5 by means of a computer program are gesteu ⁇ ert, which is for example stored on a computer readable SpeI ⁇ chermedium or a network such as the Internet or a local area network is downloadable.
  • the Brake control device 10 in Fig. 2 also have an electronic anti-skid control device or a Gleitschutzrechner.
  • the anti-skid computer may be connected to one or more drain valves to provide anti-skid function.
  • the discharge valves in the compressed air circuit are arranged behind the unit pressure converter 16, which provides the brake pressure for pneumatic actuators (not shown). By means of the discharge valves, the brake pressure applied to specific actuators can be reduced in accordance with the anti-skid computer.
  • the anti-slip computer can, for example, determine the vehicle speed v from data from wheel speed sensors.
  • speed data can be transmitted from Gleitschutzrechner the Notbremstikeinstell issued 12 then receives this information and evaluate the prognosis of the time ⁇ course of the load pressure signal Tmod.
  • the Notbremstikeinstell responded 12 already existing data v, T use.
  • the Notbremstikeinstell uncomfortable may be connected in a suitable manner with other sensors and / or control means for the timing of the load pressure signal used for driving the Notbrems Kunststoffventil Hughes 14 Tmod to prognostizie ⁇ ren.
  • a Notbremstikeinstell Hughes 12 also be configured to control a predefined time fallback emergency brake pressure curve in case of failure of the transmission of speed data v and / or load value data T.
  • a data transmission connection can also be provided from the general brake control device 10 to the emergency brake pressure setting device 12.
  • control commands and information can be NEN over the vehicle or braking state to be transmitted.
  • the emergency brake setting device 12 can also be supplied with load value data T from the outside, for example by means of a suitable load value sensor.
  • a transmission of load value data T may be provided by the brake control device 10, which may serve, for example, for plausibility control and / or for providing a redundancy level.
  • the electronic brake control device 10 can carry out a plausibility check of the emergency braking provided via the data transmission connection.
  • the brake controller 10 may be connected to a suitable load value sensor that provides signals that are independent of the signals applied to the emergency brake pressure adjuster 12.
  • the electronic brake control device 10 determines that the envisaged by the Notbremstikeinstell issued 12 emergency braking is not plausible, for example because they formality criteria certain predefined plausibility not fulfilled, the electronic brake ⁇ control device 10 may include a control of the Notbrems Kunststoffventi- l Rhein 14 through the Notbremstikeinstell responded 12 suppress or prevent. In this case, a purely pneumatic emergency braking may be performed, in which the brake pressure may not be controlled directly as a function of the speed.
  • the proposed timed change ⁇ tion of the brake pressure curve does not necessarily have to be used with an increase in the brake pressure and also not mandatory in emergency braking. It is also possible to precalculate or predict several points in time for different changes or a predetermined variation of the brake pressure.
  • the time-dependent control can also be used in other cases temporary or permanent reduction or increase of the brake pressure apply, thereby avoiding the time-related and reliable detection of the speed associated effort.
  • the proposed controller may abrupt so ⁇ with each time, step-shaped, ramp-shaped or other controlled change of the brake pressure of a brake device may be used.
  • an apparatus and a method for controlling a brake device, preferably an emergency brake device, a rail vehicle has been described, wherein at least one predicted time or a period for a change of a brake pressure based on on the initiation of a braking operation available speed data of the rail vehicle and the change of the brake pressure in Anspre ⁇ chen on reaching the predicted time or period is initiated.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

La présente invention concerne un dispositif et un procédé pour commander un dispositif de freinage, de préférence un dispositif de freinage d'urgence, d'un véhicule ferroviaire, au moins un instant prévu ou un intervalle de temps prévu pour la modification d'une force de freinage étant déterminé (501, 502) en fonction de données de vitesse du véhicule ferroviaire disponibles lors de l'amorçage d'un processus de freinage, et la modification de la pression de freinage étant initiée (503, 504) lorsque l'instant prévu ou l'intervalle de temps est atteint.
PCT/EP2017/054110 2016-02-26 2017-02-23 Modification de pression de freinage à commande temporelle pour véhicules ferroviaires WO2017144560A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016103395.2 2016-02-26
DE102016103395.2A DE102016103395A1 (de) 2016-02-26 2016-02-26 Zeitgesteuerte Bremsdruckumschaltung für Schienenfahrzeuge

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WO2017144560A1 true WO2017144560A1 (fr) 2017-08-31

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PCT/EP2017/054110 WO2017144560A1 (fr) 2016-02-26 2017-02-23 Modification de pression de freinage à commande temporelle pour véhicules ferroviaires

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WO (1) WO2017144560A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113408813A (zh) * 2021-06-30 2021-09-17 重庆东登科技有限公司 水上急救平台的切换系统

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5533695A (en) * 1994-08-19 1996-07-09 Harmon Industries, Inc. Incremental train control system
US5735580A (en) * 1995-11-20 1998-04-07 Technical Services And Marketing Inc. Rail car load sensor
US7395141B1 (en) * 2007-09-12 2008-07-01 General Electric Company Distributed train control
DE102011110047A1 (de) 2011-08-12 2013-02-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Notbremseinrichtung für ein Schienenfahrzeug, Bremsanlage für ein Schienenfahrzeug sowie Schienenfahrzeug

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3965310B2 (ja) * 2002-03-04 2007-08-29 財団法人鉄道総合技術研究所 車両走行制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5533695A (en) * 1994-08-19 1996-07-09 Harmon Industries, Inc. Incremental train control system
US5735580A (en) * 1995-11-20 1998-04-07 Technical Services And Marketing Inc. Rail car load sensor
US7395141B1 (en) * 2007-09-12 2008-07-01 General Electric Company Distributed train control
DE102011110047A1 (de) 2011-08-12 2013-02-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Notbremseinrichtung für ein Schienenfahrzeug, Bremsanlage für ein Schienenfahrzeug sowie Schienenfahrzeug

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113408813A (zh) * 2021-06-30 2021-09-17 重庆东登科技有限公司 水上急救平台的切换系统

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