EP2399799A2 - Procédé de surveillance d'un frein magnétique sur rail sur des véhicules sur rails - Google Patents

Procédé de surveillance d'un frein magnétique sur rail sur des véhicules sur rails Download PDF

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Publication number
EP2399799A2
EP2399799A2 EP11001824A EP11001824A EP2399799A2 EP 2399799 A2 EP2399799 A2 EP 2399799A2 EP 11001824 A EP11001824 A EP 11001824A EP 11001824 A EP11001824 A EP 11001824A EP 2399799 A2 EP2399799 A2 EP 2399799A2
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EP
European Patent Office
Prior art keywords
current
minimum
maximum
measured
brake
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Withdrawn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
EP11001824A
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German (de)
English (en)
Other versions
EP2399799A3 (fr
Inventor
Helmut Dipl.-Ing. Edlinger
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.)
Schaltbau GmbH
Original Assignee
Schaltbau 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 Schaltbau GmbH filed Critical Schaltbau GmbH
Publication of EP2399799A2 publication Critical patent/EP2399799A2/fr
Publication of EP2399799A3 publication Critical patent/EP2399799A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch-blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch-blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B61H7/06—Skids
    • B61H7/08—Skids electromagnetically operated

Definitions

  • the present invention relates to a method for monitoring a magnetic rail brake on rail vehicles, comprising the continuous monitoring of the function of the circuit for energizing the magnetic rail brake and recording the current and / or voltage profile.
  • a magnetic rail brake is a brake for rail vehicles. It usually consists of iron sanding shoes with built-in electromagnet. As a rule, the magnet is lowered by compressed air, but the rail is not touched until the power has been switched on. When current flows through the electromagnet, the brake shoe is lowered onto the rail and pulled to this and pressed by the magnetic force, that is, the braking force is due to the friction.
  • the friction ensures the braking effect, which is not appreciably affected by slippery rails.
  • the braking force itself depends on the holding force, the coefficient of friction of the rail brake magnetic pole pieces, as well as the air gap or impurities on the rail head and the brake magnet. Due to the braking effect achieved by the friction of the magnetic rail brake is subject to high wear and high maintenance and repair costs, so that it is usually used only as a quick, emergency and emergency brake that is activated in dangerous situations.
  • Magnetic rail brakes are advantageous in this context, since they are not only haftbeiwertunN, but also provide a very high usable braking power available, especially in winter, if the haftbeiwertNen braking systems can not be provided by foliage or ice with sufficient security.
  • Magnetic rail brakes are today usually limited to use as emergency and emergency brakes.
  • the increasing demands on the braking concept make the incorporation of the magnetic rail brake as part of the braking power concept necessary.
  • the magnetic rail brake To ensure this integration, however, special safety and reliability requirements must be met by the magnetic rail brake. Of crucial importance here is the diagnosis of the magnetic rail brake, which serves to determine the effectiveness. Corresponding test equipment must simulate the driver brake valve position and the speed, after which the lowering of the magnets and the current must be recognizable. As a rule, the lowering is checked by visual inspection when the train / wagon is at a standstill and must therefore be carried out individually for each wagon.
  • a semiconductor switching element for the operation of magnetic rail brakes is known.
  • the strength of the electric current in the rail brake can be adjusted by using one or more power semiconductors, mainly MOSFET, and a control module which generates a suitable modulation signal for driving the semiconductors.
  • the change in the operating current when lowering and attacking the rail brake is evaluated as a position message.
  • no specific devices or evaluation approaches are specified to receive the position message here.
  • the object of the present invention is to provide a device and a method for monitoring a magnetic rail brake, which can monitor and ensure the functionality of the magnetic rail brake, so that the magnetic rail brake can be credited in full to the brake weight and the total number of brakes can be reduced.
  • the method according to the invention allows a simple check of the effective readiness of a magnetic rail brake, based solely on the actually measured values of the current flow, so that errors can be excluded by previously stored curves or values.
  • the placement and the effect of the brake can be provided quickly and reliably on the basis of three characteristic values of the measured currents.
  • This measurement provides both in actual operation, i. while driving, as well as in the brake test, i. in the state, equally good information.
  • this also provides a reliable method, as well as an evaluation of the measured values, if the measured values coincide with the age / wear of the brake or due to external influences, e.g. the texture of the rails, change.
  • the method is suitable for all common battery voltages in the railway sector and is therefore versatile.
  • the current measurement can be carried out either by shunt or preferably by current transformers, ie the measurement can be carried out easily without complicated devices.
  • a measured current value can be compared with a previously measured and stored current value and only the higher current value can be stored, the last stored current value being set as the maximum.
  • the measured current value may be compared with a previously measured and stored current value, and only the lower current value stored, with the last stored current value set to a minimum.
  • the method according to the invention therefore only uses the actual measured values, wherein the respectively measured value is compared with the preceding stored value according to predetermined criteria and only the value which fulfills the criteria described above is stored, until it is subsequently stored with the following Value is compared.
  • the method according to the invention completely dispenses with the creation of a reference curve with which a curve actually measured is compared and can thus eliminate the errors which have occurred in the past with already known methods. This means that equally the time curve of the current curve is no longer used as a reference parameter, but no longer included in the measurement according to the inventive method.
  • the present method makes it possible to provide the evaluation of the measured values faster and thus more promptly, so that a failure of the brakes can be detected very quickly.
  • the value of the minimum can only reach a certain percentage of the maximum current, preferably between 70 and 90%. This ensures a reliable detection of the minimum.
  • the current flow after reaching the minimum again increase a certain percentage, preferably at least 20%, more preferably at least 50% of the difference between maximum and minimum.
  • the memory of the maximum and minimum values can be cleared to ensure that only the current values of the measurement are used.
  • the current flow is measured in time-constant sections of preferably 1 to 30 milliseconds. It has been found that this can ensure accurate and reliable monitoring. Alternatively, the period of time may be chosen depending on the dynamics of the measurement signal (e.g., the current waveform).
  • the current path of each brake magnet can be monitored separately so as to separately obtain the attachment information for each individual magnet.
  • the current in the outgoing line and the return line can be measured.
  • the accuracy of the measurement can be increased, in particular, since each magnet is individually checked, the critical case of a one-way braking effect, e.g. by line break in a magnetic circuit, can be prevented.
  • the supply voltage and / or the system-internal voltages in the magnetic circuit can be measured cyclically. This allows a very short fault detection time.
  • a message of the state and / or the general error situation can be forwarded to a higher-level system.
  • the individual elements of the current circuit can be monitored and carried out a diagnosis of each element. To achieve the shortest possible error detection times.
  • the method may comprise the further step of detecting the time constant of the current increase before reaching the current maximum and after reaching the current minimum and comparing the same. This provides additional monitoring of the braking effect based on the time constant.
  • the method according to the invention is based on a timely evaluation of the individual current values measured during the braking and the brake test, i. the evaluation takes place as soon as the new value has been measured.
  • a start signal must be available through the higher-level control system. With the start signal, the brake magnet is energized at the same time and lowered the frame of the brake magnets.
  • the supply voltage must be able to supply the brake magnets without a significant voltage dip. When the brake magnet is in contact with the rail, some current must already flow, otherwise no mutual inductance will be sufficiently effective. It is therefore preferable to detect magnetic track brakes in high suspension
  • Fig. 1 shows the characteristic current profile, which is achieved in the context of a brake test or even when measuring on a brake magnet in operation.
  • one of each of the brake magnets involved must be one corresponding to the current profile Fig. 1 positive result can be determined.
  • the current profile always corresponds to the current characteristic of the brake sample.
  • the wear of the brake magnets as well as impurities on the rails or the like exert a sometimes significant influence on the waveform of the current and thus the measured values, so that a relation to a reference measurement modified current profile is measured and at the same time the characteristic kink may not be so strong ,
  • the wear also exerts an influence on the brake sample so that the absolute values of the curves can deviate from one another. Since the present method uses only the actual measured values and no comparison with previously recorded values is used, any changes in the characteristic buckling up to a certain size will have no influence on the detection and nevertheless lead to a reliable evaluation.
  • the evaluation of the current bend is carried out according to the present invention as follows:
  • the current of each individual brake magnet is measured via an associated current sensor.
  • the measured current may preferably be preprocessed, e.g. Low pass filtering, zero offset and gain and read into processors via an analog-to-digital converter.
  • the maximum 1 and the minimum 2 of the Storm curve are determined. This is done by comparing and updating the current measured current value first with the maximum and after the maximum has been determined, with the minimum according to the method illustrated below.
  • An application of the brake is detected when the minimum 2 of the current curve is smaller than a percentage, eg 85% of Maximum current, and at the same time the current has recovered at least a certain percentage, eg 50% of the break from maximum to minimum.
  • a percentage eg 85% of Maximum current
  • eg 50% of the break from maximum to minimum eg 50% of the break from maximum to minimum.
  • fixed minimum values, eg 1 A can be defined for a current dip.
  • the brake test / brake test can be checked at the same time to the criteria of braking (current flow through the brake magnets in an appropriate range of the brake magnet range), whether the kink in the current waveform for both brake magnets is present. If this is the case, the brake test is successful, otherwise an error is reported.
  • the stored minimum value is always carried along with the maximum value in order to find the minimum of the curve starting from the maximum, i. the first stored value for the minimum corresponds to the maximum. If the current reading is less than the stored minimum value, the last stored minimum value is kept as a minimum.
  • Min and Max are tracked to this value. This follows from the algorithm for detecting maximum and minimum described above.
  • FIG. 2 shows a required for the detection of a brake magnet construction.
  • 3 shows a battery for the supply, eg a vehicle battery.
  • the switch 4 is used to switch on the brake magnet. In this case, the switch-on signal is the input of the evaluation.
  • the sensor 5 shows the current sensor for measuring the braking current; as well as receipt of the evaluation. 6 indicates the brake magnet and 7 the measured value of the battery voltage; Input of the evaluation.
  • the construction shown here shows only a schematic representation of a magnet.
  • the normal magnetic rail brake comprises two brake magnets, which are monitored separately from each other. Only when both of the brake magnets meet the above criteria does the system detect the effectiveness of the magnetic rail brake.

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  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
EP11001824.9A 2010-06-23 2011-03-04 Procédé de surveillance d'un frein magnétique sur rail sur des véhicules sur rails Withdrawn EP2399799A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102010024686A DE102010024686A1 (de) 2010-06-23 2010-06-23 Verfahren zur Überwachung einer Magnetschienenbremse an Schienenfahrzeugen

Publications (2)

Publication Number Publication Date
EP2399799A2 true EP2399799A2 (fr) 2011-12-28
EP2399799A3 EP2399799A3 (fr) 2017-02-22

Family

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Application Number Title Priority Date Filing Date
EP11001824.9A Withdrawn EP2399799A3 (fr) 2010-06-23 2011-03-04 Procédé de surveillance d'un frein magnétique sur rail sur des véhicules sur rails

Country Status (2)

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EP (1) EP2399799A3 (fr)
DE (1) DE102010024686A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014053704A1 (fr) 2012-10-03 2014-04-10 Konecranes Plc Surveillance de frein
EP3323686A1 (fr) * 2016-11-09 2018-05-23 Bombardier Transportation GmbH Surveillance active d'un frein à rail magnétique
WO2019110309A1 (fr) * 2017-12-08 2019-06-13 Bombardier Transportation Gmbh Procédé servant à effectuer un test de freinage sur au moins un ensemble frein électromagnétique sur rail d'un véhicule ferroviaire
WO2019144570A1 (fr) * 2018-01-29 2019-08-01 中车唐山机车车辆有限公司 Système et procédé de commande de frein à piste magnétique, et train à sustentation magnétique

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012013520A1 (de) 2012-07-06 2014-01-09 Knorr-Bremse Gmbh Verfahren zum Steuern einer Magnetschienenbremsvorrichtung eines Schienenfahrzeugs
DE102012014158B4 (de) 2012-07-18 2014-04-30 Deutsche Bahn Ag Verfahren zur Überprüfung von Magnetschienenbremsen und Wirbelstrombremsen für Schienenfahrzeuge sowie Vorrichtungen zur Durchführung der Verfahren
DE102021213119A1 (de) 2021-11-22 2023-05-25 Ralf Schwarzer Verkehrstechnik Gmbh Kontrolleinrichtung für eine Magnetschienenbremse

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202007009724U1 (de) 2007-07-12 2007-10-11 Ralf Schwarzer Verkehrstechnik Gmbh Halbleiterschaltglied zum Betrieb von Magnetschienenbremsen
DE102008029319A1 (de) 2007-06-22 2009-01-02 Qimonda Ag Integrierte Schaltung mit Mehrschichtelektrode

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008029312B3 (de) * 2008-06-20 2009-12-24 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Wirküberwachung von Schienenbremsen
DE102008059882B4 (de) * 2008-12-01 2010-07-15 Schaltbau Gmbh Vorrichtung und Verfahren zur Überwachung einer Magnetbremse an Schienenfahrzeugen

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008029319A1 (de) 2007-06-22 2009-01-02 Qimonda Ag Integrierte Schaltung mit Mehrschichtelektrode
DE202007009724U1 (de) 2007-07-12 2007-10-11 Ralf Schwarzer Verkehrstechnik Gmbh Halbleiterschaltglied zum Betrieb von Magnetschienenbremsen

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014053704A1 (fr) 2012-10-03 2014-04-10 Konecranes Plc Surveillance de frein
CN104838579A (zh) * 2012-10-03 2015-08-12 科恩起重机有限公司 制动器监测
EP2904699A4 (fr) * 2012-10-03 2016-08-24 Konecranes Global Corp Surveillance de frein
US9803712B2 (en) 2012-10-03 2017-10-31 Konecranes Global Corporation Brake monitoring
EP3323686A1 (fr) * 2016-11-09 2018-05-23 Bombardier Transportation GmbH Surveillance active d'un frein à rail magnétique
WO2019110309A1 (fr) * 2017-12-08 2019-06-13 Bombardier Transportation Gmbh Procédé servant à effectuer un test de freinage sur au moins un ensemble frein électromagnétique sur rail d'un véhicule ferroviaire
WO2019144570A1 (fr) * 2018-01-29 2019-08-01 中车唐山机车车辆有限公司 Système et procédé de commande de frein à piste magnétique, et train à sustentation magnétique

Also Published As

Publication number Publication date
EP2399799A3 (fr) 2017-02-22
DE102010024686A1 (de) 2011-12-29

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