EP2094548A1 - Procédé destiné à freiner un véhicule ferroviaire - Google Patents

Procédé destiné à freiner un véhicule ferroviaire

Info

Publication number
EP2094548A1
EP2094548A1 EP07822617A EP07822617A EP2094548A1 EP 2094548 A1 EP2094548 A1 EP 2094548A1 EP 07822617 A EP07822617 A EP 07822617A EP 07822617 A EP07822617 A EP 07822617A EP 2094548 A1 EP2094548 A1 EP 2094548A1
Authority
EP
European Patent Office
Prior art keywords
brake
braking
degree
rail vehicle
regenerative
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07822617A
Other languages
German (de)
English (en)
Inventor
Dieter Maischak
Manfred Wiesand
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP2094548A1 publication Critical patent/EP2094548A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • 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
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the present invention relates to a method for braking a rail vehicle.
  • DE 101 35 797 C2 describes a rail vehicle with an electrodynamic and a mechanical friction brake.
  • the kinetic energy of the rail vehicle must be absorbed by the existing brake systems.
  • the electrodynamic brake this is done either by feeding back the kinetic energy in a regenerative supply network or by a so-called braking resistor, the kinetic energy is first converted by the then acting as a generator drive system into electrical energy. The electrical energy is then supplied to the braking resistor, which finally converts it into heat.
  • the efficiency of the braking depends on the degree of regenerative capacity of the supply network. This is determined by the capacity and availability of the supply network. If the electrodynamic brake has only one braking resistor, the braking efficiency is limited by the braking resistor itself, which is designed only for a certain maximum energy for heat conversion. Braking resistors also increase the axle load of the rail vehicle and are also disadvantageous due to the installation space limited in rail vehicles. To meet the said requirements, the braking resistors are designed as light and small as possible according to the prior art.
  • the object of the invention is therefore to provide a method for braking a rail vehicle with an electrodynamic and a mechanical friction brake, which is inexpensive and safe to use, can be dispensed with a large-scale braking resistor.
  • the invention solves this problem by a method which has ü over an electrodynamic brake in a power supply network during braking and a mechanical friction brake, wherein the degree of regenerative braking energy that generates the electrodynamic brake during braking, determined in the power supply network and a control unit, wherein the control unit adjusts the speed of the rail vehicle to the degree of the regenerative ability so that damage of the friction brake during braking is prevented.
  • the regenerative capacity of a supply network is constantly monitored during the journey. If a regenerative capacity is detected, the degree of which falls below a previously defined limit value, in the case of braking an excessive energy input would be applied to the brake disk of the mechanical friction brake.
  • the solution according to the invention provides to limit the speed of the rail vehicle so that damage to the friction brake is prevented.
  • a braking resistor can be completely dispensed with in the context of the invention.
  • the method thus leads to a cost-effective and at the same time safe rail vehicle whose brake systems have an electrodynamic brake without expansive components.
  • the degree of regenerative capability is determined within the scope of the invention.
  • the degree of the regenerative capacity is determined during a braking operation. This requires the least amount of effort for the method according to the invention, but the mechanical friction brake is subjected to a one-time high load during a braking operation in which a too low degree of regenerative capacity is determined for the given speed. However, this is acceptable.
  • a minimum cooling time of the mechanical brake is expediently determined after each braking process and a permissible maximum speed of the rail vehicle is limited until the minimum cooling time has been exceeded.
  • the minimum cooling time is determined, for example, by detecting a temperature dropping at the brake disk by means of temperature sensors. At higher measured temperatures, the minimum cooling time is increased.
  • the mechanical brake such as the brake disc, sufficiently cooled, can in the context of the invention, the maximum speed of the rail vehicle can be increased again.
  • the degree of regenerative power of the power supply network is determined during braking by detecting the fed back into the power grid and / or the voltage fed back. If, for example, both the current and the voltage are determined, directly the energy or power fed back can be determined. For example, the energy returned is compared to a predetermined threshold energy. If the returned electrical energy falls below said threshold energy, the maximum speed for the rail vehicle is reduced. At this speed, the mechanical brake together with the remaining braking force of the electrodynamic brake is then able to decelerate the rail vehicle safely and without any wear.
  • the control unit adjusts the sum of the braking forces provided by the electrodynamic brake and the mechanical brake as a function of a predetermined desired braking deceleration.
  • the desired braking deceleration is predetermined, for example, by the train driver.
  • the control unit After receiving the desired braking delay, the control unit first addresses the electrodynamic brake in order to feed back the superfluous kinetic energy into electrical energy and make it available to the supply network. If the desired braking deceleration provided by the electrodynamic brake is insufficient, the control unit additionally addresses the mechanical brake, in which case a frictional force is generated such that the total braking desired deceleration obtained corresponds as closely as possible to the desired braking deceleration.
  • the control unit is provided with appropriate Measuring sensors, such as RadFDuntergeber connected.
  • the wheel speed sensors transmit to the control unit a wheel speed value which corresponds to a number of revolutions of the wheels of the rail vehicle within a specific time unit.
  • the diameter and circumference of the wheels is known, so that the control unit from the number of revolutions per unit time can determine an instantaneous speed. From the temporal change of the instantaneous speed during a braking process, finally, the braking deceleration can be determined.
  • the degree of regenerative braking is determined by determining the braking force of the mechanical friction brake.
  • the braking of the rail vehicle first involves the use of the electrodynamic brake in order to convert the kinetic energy into electrical energy.
  • the mechanical brake is used, for example, only when the braking deceleration provided by the electrodynamic brake is insufficient. From the extent of the stress of the mechanical brake can therefore be drawn conclusions about the regenerative capacity of the power supply network.
  • the degree of stress on the mechanical brake is achieved, for example, by measuring a hydraulic pressure in a brake cylinder of a hydraulic brake
  • the permissible maximum speed of the vehicle is permanently limited after repeated successive recognition of a too low for the maximum permissible speed regenerative capacity, the permanent limit can only be canceled by an authorized person.
  • the inventive method can also meet high security requirements.
  • Figure 1 is an electrically powered rail vehicle in a side view
  • FIG. 2 illustrate an embodiment of the method according to the invention schematically.
  • FIG. 1 shows a rail vehicle 2 traveling under a trolley wire 1.
  • the rail vehicle 2 has an electric drive system with electric motors, which, however, can not be seen in FIG.
  • the taking place in the drive of the rail vehicle 2 energy flow is illustrated by the upper arrow 4.
  • the electric power is taken from the contact wire 1, which is part of a power supply network, and converted into kinetic energy by means of the electric motors of the rail vehicle 2.
  • the electric motors of the rail vehicle 2 operate as generators, so that the rotation of the wheel axle under braking action generates electrical energy, which is then fed back in direction 5 in contact wire 1 and thus in the power grid. If the braking deceleration brought about in this way is not sufficient, a mechanical friction brake intervenes with which the braking deceleration can be increased.
  • the figurative If friction brake, not shown, has a rotatably connected to the axle brake disc and brake shoes. During braking, the brake shoes are pressed against the brake disc with frictional engagement.
  • FIG. 2 illustrates an exemplary embodiment of the method according to the invention in a schematic representation.
  • the contact wire 1 is shown as part of the power supply network.
  • the pantograph again ensures the connection between contact wire 1 and rail vehicle 2.
  • electrical components 6 are provided, with the aid of which the electrical energy of the contact wire 1 can be changed according to the respective requirements.
  • these electrical components 6 comprise an input transformer for setting a specific voltage and an inverter connected to the input transformer on the AC side and connected to a further converter on the DC voltage side.
  • the first converter When driving, the first converter generates a DC voltage from the alternating voltage provided by the contact wire 1, wherein the second converter converts the DC voltage into an AC voltage which has the desired frequency for driving the rail vehicle.
  • an auxiliary circuit may be provided with auxiliary transformers, auxiliary converters or the like. The electrical energy thus converted is then used to motors 7 supplied, which provide for the drive of the rail vehicle 2.
  • the electric motors 7 operate as electrodynamic during a braking operation
  • the mechanical friction brake 8 comprises at least one rotatably connected to a wheel rotational axis brake disk 9 and brake shoes 10, which can be pneumatically pressed against the brake disk 9.
  • a pressure supply unit 11 For this purpose, the compressed air supply unit 11, the necessary pneumatic pressure in the brake cylinder 12 a.
  • the brake cylinder 12 is connected to a P / I converter 13 which receives the pneumatic pressure of the brake chamber and generates a current I proportional to the pressure.
  • the P / I converter 13 is connected to a control unit 14 which controls the braking operation according to the present invention.
  • the control unit 14 receives a braking deceleration from the leader of the rail vehicle 2.
  • the control unit 14 determines at certain times based on a transmitted wheel speed per unit time the instantaneous speed of the rail vehicle 2 and derives therefrom a Bremsistverzögerung. This Bremsistverzögerung is adapted to the predetermined target delay control technology. If the braking force of the electro-dynamic brake is insufficient, the control unit 14 addresses the compressed air supply unit 11, which then generates a pneumatic pressure in the brake cylinder 12, whereupon the brake shoes 10 are pressed against the brake disk 9.
  • the control unit 14 Based on the current provided by the P / I converter 13 The control unit 14 derives the degree of the regenerative capacity of the electrodynamic brake in the contact wire 1 from. If the control unit 14 determines, based on a logic implemented in it, that the degree of regenerative capability at the respective driven speed of the rail vehicle 2 is insufficient, the control unit 14 reduces the speed to a maximum permissible maximum speed. Damage to the brake shoes 10 is avoided in this way.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Braking Arrangements (AREA)

Abstract

La présente invention concerne un procédé destiné à freiner un véhicule ferroviaire (2), comprenant un frein électrodynamique et un frein à friction (9,10,11,12), et dont l'utilisation peut être rendue économique et fiable, tout en permettant la suppression de toute résistance de freinage. Selon l'invention, le degré de capacité de récupération de l'énergie de freinage qui est produite par le frein électrodynamique (7) au cours du freinage, dans le réseau d'alimentation électrique (1), est déterminé, et une unité de réglage (14) est mise à disposition, cette unité de réglage (14) adaptant la vitesse du véhicule ferroviaire (2) au degré de récupération de l'énergie de freinage de façon à éviter tout risque d'endommagement du frein à friction (9,10,11,12) lors du freinage.
EP07822617A 2006-11-29 2007-11-15 Procédé destiné à freiner un véhicule ferroviaire Withdrawn EP2094548A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200610057065 DE102006057065A1 (de) 2006-11-29 2006-11-29 Verfahren zum Bremsen eines Schienenfahrzeuges
PCT/EP2007/062372 WO2008065005A1 (fr) 2006-11-29 2007-11-15 Procédé destiné à freiner un véhicule ferroviaire

Publications (1)

Publication Number Publication Date
EP2094548A1 true EP2094548A1 (fr) 2009-09-02

Family

ID=39227077

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07822617A Withdrawn EP2094548A1 (fr) 2006-11-29 2007-11-15 Procédé destiné à freiner un véhicule ferroviaire

Country Status (5)

Country Link
EP (1) EP2094548A1 (fr)
CN (1) CN101541606B (fr)
DE (1) DE102006057065A1 (fr)
RU (1) RU2477235C2 (fr)
WO (1) WO2008065005A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105564403A (zh) * 2016-01-05 2016-05-11 中车株洲电力机车有限公司 一种机车制动机的控制系统及方法

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011113086B4 (de) 2011-09-09 2021-03-18 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Bremskrafterfassung für dynamische Bremsen eines Schienenfahrzeugs
US10501683B2 (en) 2013-11-26 2019-12-10 Basf Se Proppant
DE102015113940A1 (de) 2015-08-21 2017-02-23 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Einrichtung zur Haupt- und Hilfsluftversorgung, insbesondere eines Schienenfahrzeuges
US10328803B2 (en) * 2015-08-26 2019-06-25 Nissan Motor Co., Ltd. Control method and control device for electric vehicle
DE102015226831A1 (de) 2015-12-30 2017-07-06 Siemens Aktiengesellschaft Fahrzeug mit einer Bremseinrichtung
DE102016103352A1 (de) * 2016-02-25 2017-08-31 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Vorrichtung zur Steuerung oder Regelung einer Bremsanlage
AT519312B1 (de) 2016-09-21 2018-09-15 Siemens Ag Oesterreich Verfahren zur Beeinflussung eines kinematischen Verhaltens eines Fahrzeugs
CN112334356B (zh) * 2018-05-04 2023-06-23 西门子交通有限公司 一种用于列车组的制动的方法
WO2020115427A1 (fr) * 2018-12-06 2020-06-11 Faiveley Transport Tours Système de contrôle d'une unité de traitement et de génération d'air dans un véhicule de transport ferroviaire

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DE740519C (de) * 1942-01-28 1943-10-22 Siemens Ag Elektrische Bahnanlage
SU935330A1 (ru) * 1980-11-06 1982-06-15 Ленинградский Ордена Ленина, Ордена Октябрьской Революции И Ордена Трудового Красного Знамени Горный Институт Им.Г.В.Плеханова Устройство дл торможени электровоза
US4659149A (en) * 1985-11-08 1987-04-21 American Standard Inc. Cross blending electro-dynamic/friction brake system for multi-car train consist having mixed power and non-power cars
SU1393672A1 (ru) * 1986-11-19 1988-05-07 Ленинградский институт инженеров железнодорожного транспорта им.акад.В.Н.Образцова Устройство дл электродинамического торможени подвижного состава
DE10135797C2 (de) * 2001-07-23 2003-05-22 Knorr Bremse Systeme Bremssteuervorrichtung für Schienenfahrzeuge, die mit einer elektrischen Bremse und einer pneumatischen Bremse ausgestattet sind
DE10356515A1 (de) * 2003-12-03 2005-07-14 Siemens Ag Antriebssystem
US7460941B2 (en) * 2004-09-29 2008-12-02 Caterpillar Inc. Slope-limited retarding control for a propelled machine

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105564403A (zh) * 2016-01-05 2016-05-11 中车株洲电力机车有限公司 一种机车制动机的控制系统及方法
CN105564403B (zh) * 2016-01-05 2018-09-28 中车株洲电力机车有限公司 一种机车制动机的控制系统及方法

Also Published As

Publication number Publication date
CN101541606A (zh) 2009-09-23
RU2477235C2 (ru) 2013-03-10
RU2009124476A (ru) 2011-01-10
CN101541606B (zh) 2013-06-19
WO2008065005A1 (fr) 2008-06-05
DE102006057065A1 (de) 2008-06-05

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