EP4301640A1 - Procédé de détermination d'une vitesse optimale ou maximale autorisée d'un véhicule ferroviaire - Google Patents

Procédé de détermination d'une vitesse optimale ou maximale autorisée d'un véhicule ferroviaire

Info

Publication number
EP4301640A1
EP4301640A1 EP22708514.9A EP22708514A EP4301640A1 EP 4301640 A1 EP4301640 A1 EP 4301640A1 EP 22708514 A EP22708514 A EP 22708514A EP 4301640 A1 EP4301640 A1 EP 4301640A1
Authority
EP
European Patent Office
Prior art keywords
friction element
rail vehicle
temperature
braking
speed
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.)
Pending
Application number
EP22708514.9A
Other languages
German (de)
English (en)
Inventor
Ulf Friesen
Ralf FURTWÄNGLER
Fabian Hauss
Werner Machane
Gerhard Stahlbauer
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer 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 fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Publication of EP4301640A1 publication Critical patent/EP4301640A1/fr
Pending 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
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail 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
    • 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
    • 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
    • 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
    • B60T8/18—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 vehicle weight or load, e.g. load distribution
    • B60T8/1893—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 vehicle weight or load, e.g. load distribution especially adapted 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
    • 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
    • B60T8/3245—Systems specially adapted for rail vehicles responsive to the speed difference between wheels and rail, or between two wheels or two axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision

Definitions

  • the invention relates to a method for determining an optimal or maximum permissible speed of a rail vehicle depending on a thermal state of at least one friction element of at least one friction brake of the rail vehicle according to the preamble of claim 1.
  • Rail vehicles often have electrodynamic brakes and, in addition, a friction brake system (biending), with the electrodynamic brakes being primarily used in order to reduce wear on the friction brake system. Although some rail vehicles have a friction braking system, they do not have electrodynamic brakes.
  • braking in particular service braking, may have to be carried out primarily or exclusively with the friction brake system.
  • the fluctuation of the coefficient of friction m of the brake disc/brake pad pairing increases, and with it the probability that the coefficient of friction m will decrease.
  • Brake fading is understood to mean the reduction in the braking effect of a friction brake system due to influences such as heating or moisture.
  • brake loss is understood to mean the reduction in the braking effect of a friction brake system due to influences such as heating or moisture.
  • the maximum speed of the rail vehicle is limited by a maximum permitted speed depending on the situation.
  • the generic WO 2018/054736 A1 proposes a method and a device for influencing a kinematic behavior of a vehicle, with at least one friction brake system in which a braking effect by a At least one first friction element and one second friction element are pressed against one another, wherein at least temperatures of at least the first friction element are calculated from information about a speed, a brake pressure and an outside temperature of the vehicle as well as absolute times, and wherein heat conduction through the at least the first friction element and a speed-dependent cooling of the at least first friction element are taken into account, and the kinematic behavior of the vehicle is influenced on the basis of this calculation.
  • the present invention is based on the object of providing a method which, on the one hand, offers greater security against overheating of the friction brake system, but, on the other hand, enables the rail vehicle to travel at the highest possible speed, i.e. driving “at the limit” at an optimal speed.
  • a maximum permissible speed with regard to the thermal state or the thermal load capacity of the at least one friction element also represents an optimal speed, because the "thermal reserve" of the at least one friction element is then utilized to the maximum without this one damage due to overheating.
  • the rail vehicle can then travel at the maximum speed that is just about allowed with regard to the thermal load capacity of the at least one friction element.
  • a rail vehicle has several friction brakes, for example in the form of disc brakes and/or shoe brakes, so that, for example, the friction brake subject to the highest thermal load, as the (thermally) weakest link, can form the benchmark for determining the optimum or maximum permissible speed of the rail vehicle .
  • the maximum permissible speed or the optimum speed of the rail vehicle is referred to below as v ot for the sake of simplicity.
  • a further background to the inventive considerations is that during operation or when the rail vehicle is moving, it should be ensured at all times that a defined type of braking with a defined braking effect, such as emergency, compulsory or Rapid braking can be carried out without the friction element temperature (e.g. brake disc temperature) reaching a critical range as a result of the temperature rise DT generated as a result.
  • a defined type of braking with a defined braking effect such as emergency, compulsory or Rapid braking
  • a rail vehicle is to be understood here as meaning any type of track-bound vehicle with a drive unit, in particular traction vehicles or also without a drive unit such as wagons in rail vehicle formations and a rail vehicle formation made up of a number of rail vehicles.
  • the invention is based on a method for determining an optimal or maximum permissible speed v ot of a rail vehicle as a function of a thermal state of at least one friction element of at least one friction brake of the rail vehicle, including at least the following steps: of the rail vehicle, b) determining or estimating a first influence on the thermal state of the at least one friction element on the basis of the current driving operation situation of the rail vehicle.
  • the method is characterized by the following further steps: c) determining or estimating a (in particular speed-dependent) second influence on the thermal state of the at least one friction element, which would influence the thermal state of the at least one friction element in addition to the first influence if in the current operating situation of the rail vehicle, braking with a defined type of braking would be carried out notionally or theoretically, d) determining the optimum or maximum permissible speed v opt of the rail vehicle in such a way that the at least one friction element under the first influence and under the second influence d1) a permitted maximum friction element temperature Tmax of the at least one friction element is not exceeded, or d2) the permitted maximum friction element temperature Tmax of the at least one friction element is essentially established.
  • the method ensures that a defined type of braking, such as emergency braking, can be carried out at any time during a journey of the rail vehicle without the temperature of the at least one friction element exceeding the permitted maximum temperature T max for the friction element.
  • the additional temperature rise DT resulting from the defined type of braking is therefore taken into account as a second influence when determining the optimal speed v ot .
  • an estimate or calculation of the temperature rise DT can preferably be carried out at any time and/or continuously while driving, but without the defined type of braking actually being carried out. It is therefore not absolutely necessary for the defined type of braking to actually be carried out in parallel with the current driving situation.
  • An estimate or the calculation of the temperature rise DT based on the fictitious braking is carried out for safety reasons in order to avoid a temperature overload of the at least one friction element of the friction brake system at any time during a journey, without it being absolutely necessary that the defined type of braking is actually carried out.
  • the initial situation is therefore the current driving operation situation, in which the rail vehicle is traveling at a specific speed and load and under specific environmental and route conditions along a route that is, for example, level or has a specific gradient or a specific incline. For example, the speed, the load, the gradient or the incline are then recorded as parameters.
  • the current driving operation situation can also include the fact that service braking that deviates from the defined type of braking, for example, has already been triggered, in which case, for example, the current brake pressure and/or the current braking force and/or the current braking torque is (are) recorded as parameters.
  • the first influence for example as a first temperature component T CU rrent , of a predictive friction element Temperature T pr ed calculated based on the current driving situation of the rail vehicle or estimated using a model.
  • This first temperature component T CU rrent then corresponds to the temperature that actually occurs on the at least one friction element due to the current driving situation.
  • the first temperature component T CU rrent is constantly calculated, for example, even if a specific type of braking is currently being carried out.
  • a model should be understood to mean any physical-mathematical model that can be implemented by a storable program in a computing unit and with the help of which the variables mentioned can be calculated based on the parameters.
  • the parameter and/or the parameter for characterizing the current driving situation is not a temperature variable.
  • the first temperature component T CU rrent of the predicted friction element temperature T pr ed can then be estimated or calculated from the at least one parameter using a model, but the first temperature component T CU rrent is not measured by a temperature sensor, for example.
  • at least one temperature sensor could be used for the direct or indirect detection of the first temperature component T CU rrent .
  • the temperature rise DT described above which represents the second influence, is taken into account as the second temperature component DT of the predicted friction element temperature T pre d or as the second influence.
  • the temperature rise DT as the second temperature component of the predicted friction element temperature T P re d is particularly dependent on the speed.
  • the second temperature component DT would occur in addition to the first temperature component T CU rrent on the at least one friction element of the friction brake system if, in the current driving situation of the rail vehicle, braking with a defined type of braking were notionally carried out, which is not or not yet the case in the current driving situation has been or is being requested, but could be requested in the current driving situation.
  • the predicted friction element temperature T pre d of the at least one friction element of the friction brake system can be determined as the sum of the first temperature component Tcurrent and the second temperature component DT.
  • This predictive The friction element temperature T pr ed would therefore theoretically or notionally be estimated or calculated on or in the at least one friction element if the defined type of braking is being carried out in the current driving situation.
  • the defined type of braking includes at least one of the following types of braking: emergency braking, forced braking, emergency braking, emergency braking.
  • Emergency braking Emergency braking activated automatically by signal or protection systems (e.g. train control systems);
  • the emergency brake pull handle is the operating interface of a passenger alarm system.
  • Safety braking specific to short-haul braking systems braking with a higher level of safety than service and emergency braking.
  • the braking capacity may be lower than with maximum service braking or emergency braking.
  • Speed of a train including deceleration, stopping and temporary standstill and it is the most commonly used type of braking.
  • the thermal state of the at least one friction element can preferably be represented by a predictive friction element temperature T pr ed of the at least one friction element, which consists of a first temperature component T CU rrent and a second, in particular speed-dependent temperature component DT, where a) the first temperature component T CU rrent of the predicted friction element temperature T pr ed is estimated or determined on the basis of the current driving situation of the rail vehicle as the first influence, and that b) a functional relationship r is defined between the first temperature component T CU rrent and the optimal speed v ot of the rail vehicle, in which the second temperature component DT of the predicted friction element temperature Tpre d is taken into account as a second influence, and where c) the optimal or maximum permissible speed v opt of the rail vehicle is determined based on the functional relationship r depending on the first temperature component T CU rrent.
  • a predictive friction element temperature T pr ed of the at least one friction element which consists of a first temperature component T CU r
  • the thermal state of the at least one friction element can also be represented by a predicted friction element temperature T pre d of the at least one friction element, with a) as the first influence a first temperature component T CU rrent of the predicted friction element temperature T pre d based on the current driving situation of the rail vehicle is estimated or determined, and that b) a (particularly speed-dependent) second temperature component DT of the predicted friction element temperature T pre d is estimated or determined as a second influence, which occurs in addition to the first temperature component Tcurrent on the at least one friction element would be if, in the current driving operation situation of the rail vehicle, braking with a defined type of braking would be carried out notionally or theoretically, wherein c) the determination of the optimum or maximum permissible speed v opt of the rail vehicle takes place in such a way that a sum of d em first temperature component Tcurrent and the second temperature component DT c1) is less than a permitted maximum friction element temperature Tmax of the at least one friction element, or c2) essentially corresponds
  • the current speed v of the rail vehicle is increased in the current driving situation until they im Essentially corresponds to the optimal speed v ot , or if it is determined, or if b) it is determined that the sum of the first temperature component T CU rrent and the second temperature component DT is greater than the permitted maximum friction element temperature Tmax, in the current driving situation current speed v of the rail vehicle is reduced until it essentially corresponds to the optimum or maximum permissible speed v opt .
  • the current speed v of the rail vehicle can be reduced until the first temperature component Tcurrent is less than or equal to the permitted maximum friction element temperature Tmax of the at least one friction element.
  • the optimum speed v ot of the rail vehicle can also be set automatically a) by means of a control device which controls or regulates the traction and/or the brakes of the rail vehicle, and/or b) displayed optically and/or acoustically on a display device.
  • the parameter that characterizes the current driving situation can be at least one of the following parameters: the current speed of the rail vehicle, the current braking force, the current braking torque, the current brake pressure, the ambient temperature of the rail vehicle, the current load and/or loading of the rail vehicle , an uphill or downhill gradient on the route traveled by the rail vehicle, service braking or service braking with a braking effect that is less than the braking effect of the defined type of braking.
  • the at least one friction element can be a brake disc and/or a brake pad of a disc brake of the friction brake system, or a wheel tread and/or a brake pad of a pad brake unit Include friction braking system.
  • the defined type of braking can also include at least one of the following types of braking: emergency braking, emergency braking, emergency braking, emergency braking.
  • the rail vehicle can comprise a plurality of friction brakes, each with at least one friction element, with a local optimum or maximum permissible speed v_ op tjocai being determined for each of the plurality of friction brakes, and the lowest being the optimum or maximum permissible speed v op t of the rail vehicle or the smallest local optimum or maximum permissible speed v_ op tjocai_min among the local optimum or maximum permissible speeds v_ op tjocai of the multiple friction brakes can be used.
  • all determined values for the local optimal or maximum permissible speeds v_ op tjocai can be sorted in a series of increasing values and then an average or highest value taken from the smallest X percent (where X is a predefined percentage).
  • 1 shows a schematic representation of an exemplary embodiment of a pneumatic friction brake device with a brake disk and a brake caliper with brake pads
  • 2 shows a functional diagram of an exemplary embodiment of a device according to the invention for an embodiment of the method according to the invention
  • 3A/B shows a flow chart of the method according to the invention according to a preferred embodiment
  • Fig. 4 is a diagram in which the dependency of a second
  • FIG. 5 shows a functional relationship r between the speed v of a rail vehicle and a first temperature component T CU rrent of the predicted temperature T pr ed of a friction element of the friction brake of FIG.
  • a section of a friction brake device of a rail vehicle, shown schematically in FIG. 1, shows a pneumatic disk brake.
  • This includes a first friction element 1, which is designed, for example, as a brake disc, which is mounted on an axle of the rail vehicle, not shown, and a brake caliper.
  • the brake caliper has a second friction element 2, which includes two brake pads.
  • the brake caliper has a brake cylinder 4 with compressed air connections 6 and a piston 5 as well as a linkage 3 .
  • the piston 5 actuates the linkage 3, whereby the brake pads arranged on the linkage 3, i.e. the second friction element 2, are pressed against the brake disc, i.e. the first friction element 1.
  • Compressed air from a compressed air system (not shown) of the rail vehicle is applied to the piston 5 via the compressed air connections 6 in order to actuate the linkage 3 .
  • the compressed air system has components for controlling and regulating the friction brake device, such as compressors, brake control units, etc.
  • a preferred embodiment of a device for determining the optimal or maximum permissible speed v ot of the rail vehicle has a computing unit 7 shown in FIG. 2, in which a model is implemented that carries out thermal calculations according to the method according to the invention. the The device also includes a control unit 8 shown in FIG. 2, with which the kinematic behavior of the rail vehicle is influenced on the basis of the results of the thermal calculations.
  • Pressing the first friction element 1 and the second friction element 2 against each other causes a braking effect on the rail vehicle.
  • the kinetic energy of the rail vehicle is converted into heat, which causes the temperature of the first friction element 1 and the second friction element 2 to rise.
  • Detaching the first friction element 1 and the second friction element 2 from one another causes a reduction or cancellation of the braking effect on the rail vehicle.
  • the temperatures in the first friction element 1 and in the second friction element 2 are reduced as a result, as well as through an effect of known heat transfer principles, ie the first friction element 1 and the second friction element 2 cool down.
  • the temperature behavior described is calculated or estimated using the method according to the invention, and the optimal or maximum permissible speed v ot is then determined in the computing unit 7 on the basis of the temperature behavior.
  • the device comprises a driving speed sensor 10 for detecting a driving speed v, a brake pressure sensor 11 for detecting a brake pressure p and thus a braking force FB, an ambient temperature sensor 12 for detecting an ambient temperature Tu, a timer 13 for detecting an absolute time t and a load braking device 14, which are connected via corresponding data lines to a computing unit 7 in order to make the sensor signals available to the model.
  • the driving speed sensor 10, the brake pressure sensor 11 and the ambient temperature sensor 12 are arranged in a non-illustrated chassis of the rail vehicle. However, it is also conceivable that the driving speed v and the brake pressure p are read into the processing unit 7 from a data bus system of the rail vehicle.
  • the brake pressure p is approximately determined from a deceleration and a mass to be braked.
  • the deceleration is calculated, for example, by differentiating the driving speed v or determined using acceleration sensors, and the mass m to be braked is determined using a load braking device 14 .
  • a driving speed v a Angular velocity of a wheel or a wheel speed is detected and the thermal calculations are carried out with this angular velocity or this wheel speed.
  • configuration data of the rail vehicle are stored in a memory (not shown here) of the arithmetic unit 7 and are also available to the model.
  • a permitted friction element maximum temperature Tmax for example of the first friction element 1, is also stored in the memory.
  • the time measuring device 13 and the computing unit 7 are implemented in a control unit (not shown) and arranged in a car body (not shown).
  • the arithmetic unit 7 receives via corresponding data lines from the
  • Driving speed sensor 10 data regarding the driving speed v, from the brake pressure sensor 11 data regarding the brake pressure p or the braking force FB, from the ambient temperature sensor 12 data regarding the ambient temperature Tu, from the load braking device 14 data regarding the vehicle mass m and from the timer 13 data regarding the Absolute time t (time stamp) and leads
  • configuration data of the rail vehicle stored in the memory of the computing unit 7 can also be included in the computing operations of the model.
  • thermal states of the friction brake device shown in FIG. 1 are determined according to the description of FIGS. 3A and 3B , In particular of the first friction element 1 .
  • the arithmetic unit 7 is connected via corresponding data lines to a control unit 8 implemented in a vehicle control (not shown) and arranged in the car body.
  • the control unit 8 influences the kinematic behavior of the rail vehicle in such a way that, for example, the rail vehicle maintains its current driving speed v, is automatically braked or accelerated by signals generated on the basis of a thermal calculation in the model implemented in the computer unit 7 and transmitted to the control unit 8.
  • the optimal speed v ot is set or regulated by the control unit 8 .
  • the braking can preferably be done by controlling the traction, so as not to reduce the brake disc temperature and wear by engaging the disc brakes to increase. In this way, the thermal state of the disc brakes of the rail vehicle can be influenced.
  • a display unit 9 connected to the computing unit 7 via a signal line is arranged in a driver's cab (not shown) of the rail vehicle.
  • Information or warnings determined on the basis of thermal calculations according to the method according to the invention described below are displayed to a train driver, in particular the optimum speed v ot .
  • the thermal state of the friction brakes or the disc brakes can also be monitored.
  • the display unit 9 may additionally display speed limits, permissible decelerations or permissible driving profiles (chronological sequences of acceleration and deceleration sections as well as phases with a constant driving speed v or phases of standstill).
  • additional acoustic and/or visual signals can be output to the train driver via an audio output device of the display unit 9 .
  • the computing unit 7 is arranged in a control station and communicates with the rail vehicle via radio signals, i.e., for example, receives information about its driving speed v and, based on a thermal calculation carried out according to the invention, gives instructions for limiting the driving speed v to the maximum permissible or optimal driving speed v opt sends.
  • 3A and 3B show a flow chart of a preferred embodiment of the method according to the invention for determining the optimum or maximum permissible speed v ot of the rail vehicle depending on the thermal state, for example of the first friction element 1 in the form of the brake disc of the disc brake.
  • the disc brake shown in FIG. 1 is merely representative of a majority or all disc brakes of the rail vehicle. In particular, a majority or all disc brakes are thermally monitored in order to determine the optimum or maximum permissible speed v opt of the rail vehicle.
  • parameters are recorded which characterize a current driving operation situation of the rail vehicle. These include, for example, the current driving speed v, the current braking force FB, the current ambient temperature Tu, data relating to the absolute time t (time stamp), the current mass m of the rail vehicle and the configuration data of the rail vehicle.
  • a first temperature component T CU rrent of a predicted friction element temperature T pre d is then calculated or estimated in the model of the computing unit 7 , for example on the basis of the above-mentioned current operating situation of the rail vehicle.
  • the first temperature component T CU rrent can also be measured directly by a temperature sensor.
  • the first temperature component T CU rrent then corresponds, for example, to the surface temperature calculated or estimated by the model, which occurs on the surface of the first friction element 1 on the basis of the actual current driving situation.
  • the model is then checked to determine whether the first temperature component T CU rrent is greater than the permitted maximum friction element temperature T max of the first friction element 1 . If this is the case ("yes"), the problem is dealt with.
  • the arithmetic unit 7 generates an alarm or warning signal, which is then output, for example optically, on the display unit 9 and which, for example, represents or contains an indication of a critical thermal state of the first friction element 1 .
  • an influencing signal could also be generated, which is output to the control unit 8, which controls the traction and/or the brakes of the rail vehicle controls or regulates.
  • the influencing signal is then used, for example, to reduce the driving speed v and/or the deceleration a of the rail vehicle until the first temperature component T CU rrent is less than or equal to the permitted maximum friction element temperature Tmax of the first friction element 1 .
  • a diagnosis can also be carried out to determine whether, for example, an advanced state of wear on the disk brake has caused the relatively high temperature.
  • a maximum permissible or optimal speed v_ op tjocai of the rail vehicle is determined in step 400 with the aid of a behavior model implemented in the computing unit 7 for, for example, each friction brake, which is referred to there as a braking unit determines or determines at which, in the case of a fictitious braking with a specific type of braking, here, for example, with emergency braking, the temperature T, for example, of the first friction element 1 essentially or exactly assumes or reaches the permitted maximum friction element temperature Tmax of this first friction element 1.
  • a predictive friction element temperature T pr ed occurs on the first friction element (theoretically), for example as the surface temperature of the first friction element 1, if the rail vehicle is notionally braked in the current driving situation with a defined type of braking.
  • This predictive friction element temperature T pre d therefore represents a type of "prediction" of the temperature of the first friction element 1, which this occupies when the rail vehicle is theoretically or notionally braked with the defined type of braking.
  • This predictive friction element temperature T pre d can therefore basically be determined as the sum of the first temperature component T CU rrent and the second temperature component or temperature rise DT:
  • the second temperature component DT of the predicted friction element temperature T pre d then represents the temperature component which would occur on the first friction element 1 solely on the basis of the fictitious braking with the defined type of braking.
  • This second temperature component DT would therefore be set in addition to the first temperature component Tcurrent on the surface of the first friction element 1 if in the current Driving situation of the rail vehicle braking with a defined type of braking would be performed fictitious or theoretical.
  • This defined type of braking has not or not yet been requested in the current driving situation, for example, but could be requested in the current driving situation.
  • the second temperature portion DT of the predicted friction element temperature T pr ed is particularly dependent on the driving speed v, which is present in the current driving situation at time t (time stamp).
  • 4 shows a diagram which is stored, for example, in a characteristic map in the computing unit 7 and in which the dependency of the second temperature component DT on the driving speed v for various load cases defined in the generally known applicable regulations, for example AW1: low load, AW2: medium load and AW3: high load. Of course, other load cases can also be taken into account in the map.
  • the second temperature component DT also increases with increasing driving speed v, which (also) characterizes the current driving operation situation. Consequently, a certain second temperature component DT of the predicted friction element temperature T pr ed is mapped to the driving speed v present in the current driving operation situation and the loading of the rail vehicle in the diagram of FIG. 4 .
  • the second temperature component DT is preferably not explicitly determined.
  • the second temperature component or temperature rise DT is available as a "temperature reserve", which corresponds to a difference between the permitted maximum friction element temperature Tmax here of the first friction element 1 and the first temperature component T CU rrent :
  • a functional relationship r shown in FIG. 5 between the first temperature component Tcurrent and the optimal one is preferred in the method Defines or determines the speed v ot of the rail vehicle, in which the second temperature component DT of the predicted friction element temperature T pr ed is already taken into account. The optimal speed v ot of the rail vehicle is then determined using the functional relationship r as a function of the first temperature component Tcurrent.
  • the rail vehicle is traveling at a speed of 56 km/h and the first temperature component T CU rren t of brake disc 1 of the disc brake from Fig. 1, which is used here as the first friction element, for example, is 300 °C
  • This first temperature component T CU rren t has been measured here, for example, by means of a temperature sensor. Alternatively or additionally, it can also be estimated or calculated from other variables by a model implemented in the computing unit 7 .
  • the temperature rise or second temperature component DT arising in this case as a result of a fictitious emergency braking operation corresponds to the distance between the curve or function G and the permitted maximum friction element temperature Tmax, which is symbolized by a dashed line in FIG.
  • the temperature rise or second temperature component DG is «30° C., which is denoted as ATEBJ OW in FIG.
  • the driving operation situation or the operating point of the rail vehicle at which the predicted temperature T pre d is equal to the permitted maximum friction element temperature T max is then located at the intersection of this vertical straight line with the function G.
  • the second Temperature component DG is equal to 100° C. at this point of intersection and is denoted in FIG. 5 as AT EB _o Pt . Seen in the vertical direction, this intersection point is therefore the optimum or maximum permitted speed v o tjokai, which is 100 km/h, for example, ie that only in relation to the disc brake under consideration
  • the predictive temperature T pr ed is greater than the permitted maximum temperature T max of the friction element of the brake disc 1 (T pred >T max ). Then you are in the thermally critical area.
  • the second temperature component DG is too large in this range and is referred to as AT EBjiigh in FIG.
  • the curve or function G therefore already includes the influence of a fictitious braking under the braking type "emergency braking" and therefore already the influence of the second temperature component or temperature rise DT on the brake disc. Therefore, separate curves or functions G are formed for the types of braking mentioned above and are stored, for example, as characteristic curves in the computing unit 7 .
  • the optimum local temperature v op tjokai is preferably determined not only for one disc brake, but for a plurality or all disc brakes of the rail vehicle, for example, with “local” referring to the position of the respective disc brake in the rail vehicle.
  • a criteria-based evaluation of the local optimum temperatures v o tjokai of the disc brakes and a consolidation to an optimum speed v o t for the entire rail vehicle or train is carried out.
  • the lowest or smallest local optimum speed v_opt_iocai_min among the local optimum speeds v_opt_iocai of all disc brakes can be used for the consolidation as the optimum speed v o t of the rail vehicle.
  • This optimum speed can then be displayed to the railcar driver on the display unit 9 in a step 600 .
  • warning or alarm signals can be displayed on the display unit 9 when critical temperature ranges of the disc brakes have been reached.
  • a currently highest temperature for example the currently highest predicted temperature T pre d and/or the highest first temperature component T CU rrent of the disc brake in question and the localization of the disc brake in question could be displayed cyclically, for example.
  • a particularly cyclical display of the respective optimal speed v opt of the rail vehicle is also conceivable.
  • step 700 the current speed v can be adjusted to the ascertained optimum speed v opt by the control unit 8.

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

Abstract

L'invention concerne un procédé de détermination d'une vitesse optimale ou maximale admissible (vopt) d'un véhicule ferroviaire, en fonction d'un état thermique d'au moins un élément de friction (1, 2) d'au moins un frein à friction du véhicule ferroviaire, comprenant au moins les étapes suivantes : a) la détection d'au moins un paramètre qui caractérise une situation de fonctionnement actuelle du véhicule ferroviaire, b) la détermination ou l'estimation d'une première influence sur l'état thermique dudit au moins un élément de friction (1, 2) sur la base de la situation de fonctionnement actuelle du véhicule ferroviaire. Selon l'invention, le procédé comprend au moins les étapes suivantes : c) déterminer ou estimer une seconde influence sur l'état thermique du ou des éléments de friction (1, 2), qui, en plus de la première influence, influence l'état thermique du ou des éléments de friction (1, 2) si le freinage d'un type défini était effectué de façon notionnelle ou théorique dans la situation actuelle de fonctionnement du véhicule ferroviaire, d) la détermination de la vitesse optimale ou maximale admissible (vopt) du véhicule ferroviaire de telle sorte que d1) une température maximale autorisée de l'élément de friction (Tmax) dudit au moins un élément de friction (1, 2) ne soit pas dépassée, ou que d2) la température maximale autorisée de l'élément de friction (Tmax) du ou des éléments de friction (1, 2) soit sensiblement obtenue, au niveau du ou des éléments de friction (1, 2) sous la première influence et sous la deuxième influence.
EP22708514.9A 2021-03-01 2022-02-14 Procédé de détermination d'une vitesse optimale ou maximale autorisée d'un véhicule ferroviaire Pending EP4301640A1 (fr)

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DE102021104800.1A DE102021104800A1 (de) 2021-03-01 2021-03-01 Verfahren zur Bestimmung einer optimalen oder maximal zulässigen Geschwindigkeit eines Schienenfahrzeugs
PCT/EP2022/053548 WO2022184411A1 (fr) 2021-03-01 2022-02-14 Procédé de détermination d'une vitesse optimale ou maximale autorisée d'un véhicule ferroviaire

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EP (1) EP4301640A1 (fr)
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DE102021131927A1 (de) 2021-12-03 2023-06-07 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Einrichtung zur Beeinflussung einer Fahrgeschwindigkeit eines Schienenfahrzeugs
WO2024049838A1 (fr) * 2022-08-31 2024-03-07 Tesla, Inc. Commande de vitesse basée sur la température de frein
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US20240227752A9 (en) 2024-07-11
US20240132028A1 (en) 2024-04-25
CN116940489A (zh) 2023-10-24
DE102021104800A1 (de) 2022-09-01
US12570250B2 (en) 2026-03-10
WO2022184411A1 (fr) 2022-09-09

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