WO2013034692A2 - Procédé de freinage d'un véhicule ferroviaire comportant des roues - Google Patents

Procédé de freinage d'un véhicule ferroviaire comportant des roues Download PDF

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Publication number
WO2013034692A2
WO2013034692A2 PCT/EP2012/067516 EP2012067516W WO2013034692A2 WO 2013034692 A2 WO2013034692 A2 WO 2013034692A2 EP 2012067516 W EP2012067516 W EP 2012067516W WO 2013034692 A2 WO2013034692 A2 WO 2013034692A2
Authority
WO
WIPO (PCT)
Prior art keywords
wheels
control device
individual
variable
wheel
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.)
Ceased
Application number
PCT/EP2012/067516
Other languages
German (de)
English (en)
Other versions
WO2013034692A3 (fr
Inventor
Fritz Kummer
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 WO2013034692A2 publication Critical patent/WO2013034692A2/fr
Publication of WO2013034692A3 publication Critical patent/WO2013034692A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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

Definitions

  • the invention relates generally to vehicles and in particular rail vehicles. Furthermore, the invention relates to a method for braking a Schienenfahr- tool with at least two wheels and a control device for performing the method.
  • the method for braking a rail vehicle with at least two wheels comprises a central control device for specifying a common drive variable for both wheels and a decentralized control device for each wheel for individually driving the wheels based on an individual variable dependent on the common drive variable. duel drive size.
  • the individual steps are:
  • the stated method is based on the idea of distributing the setpoint values for decelerating the wheels of the rail vehicle to the individual wheels of the rail vehicle and locally generating the braking force dependent on the setpoint values.
  • This idea is based on the consideration that the wheels of the rail vehicle, for example due to wear and tear do not all have the same geometric dimensions and therefore not all rotate at the same speed.
  • not all wagons must be subjected to the same load. In extreme cases, for example, one of the wagons of the rail vehicle fully occupied and another car of the rail vehicle completely empty, the fully occupied wagon must be braked with a different braking force than the empty wagon.
  • the specified method comprises the step of "determining the individual control variable based on a regulation that receives the common on-control variable as a reference variable".
  • the electric brake is automatically taken into account, because a braking intervention in the context of a control only takes place if, despite the intervention of the electric brake, a control difference would occur, to which a controller of the control loop would then have to react.
  • braking forces and force characteristics of independent brakes such as rail brakes are automatically taken into account.
  • any brake system could be used on any wheel of the rail vehicle as a brake itself, without knowing any details such as nature or other characteristics of the brake.
  • a control of the brake based on curves would be superfluous because the control loop would automatically take into account the actual effects of the respective active brake systems.
  • the specified method comprises the step "weights" of the individual control variable, in which way operating factors which enable the brake to be used with maximum efficiency (braking distance- or wear-optimized) could be taken into account in the control of the brake.
  • the specified method comprises the step "weighting" the individual control variable with a speed of the assigned wheel. Actuating the brake as a function of the speed of the wheel allows the wheel to be optimally controlled at any speed such that, despite a defined power consumption of a brake disk on the wheel, which heats up due to the power consumption, a high deceleration and thus braking effect on the rail vehicle is achieved.
  • the common control variable is a nominal slip or a desired delay. While the nominal slip permits safe deceleration of the rail vehicle from any desired state of the rail vehicle, the deceleration of the rail vehicle results in minimal statistical dispersion of the braking distance based on the desired deceleration.
  • the setpoint slip or the set deceleration is dependent on the state of the vehicle and / or the state of the vehicle. In this way, circumstances may be taken into account during deceleration, which would reduce the adhesion variations between the wheel of the rail vehicle and the rail and so would lead to a sliding of the wheels of the rail vehicle on the rail.
  • driving conditions could, for example, be weather-dependent, for example if the rail is wet or dry. Accordingly, under vehicle conditions, heating of the wheels could occur, which would also have an impact on the adhesion.
  • the setpoint slip may consist of a desired difference between a circumferential speed of the wheel assigned to the decentralized control device and the speed of the rail vehicle in the direction of travel.
  • the individual control variable corresponds to a braking force for deceleration of the assigned wheel. That is, the individual drive quantity may be the braking force itself or an amount indicative of the braking force, such as the pneumatic pressure that would be necessary to generate the braking force by means of the brake.
  • a control device is set up to carry out one of the specified methods.
  • the control device can in particular be extended in such a way that it is set up to carry out a method according to one of the subclaims.
  • the specified device has a memory and a processor.
  • the specified method is stored in the form of a computer program in the memory and the processor is provided for carrying out the method when the computer program is loaded from the memory into the processor.
  • a computer program comprises program code means for performing all the steps of one of the specified methods when the computer program is executed on a computer or one of the specified devices.
  • a computer program product includes program code stored on a computer-readable medium and, when executed on a data processing device, performs one of the specified methods.
  • a rail vehicle comprises at least two wheels
  • FIG a rail vehicle on a rail
  • Fig. 2 shows a control circuit for braking the rail vehicle traveling on the rail.
  • the same technical elements are provided with the same reference numerals and described only once.
  • a rail vehicle 2 on a rail 4 shows.
  • the rail vehicle 2 comprises in the present embodiment, five cars 6, which are each supported on two wheels 8 on the rail 4 rolling.
  • Each wheel 8 is associated with an individual, decentralized control device 10, which can decelerate the corresponding wheel 8 via a brake device not shown in detail.
  • decentralized control devices 10 not all are provided with a reference numeral in the present embodiment for the sake of clarity.
  • the braking operation is further coordinated by a central control device 12.
  • the central control device 12 distributes to all decentralized control devices 10, for example, a setpoint slip 14 and the speed 16 of the rail vehicle 2.
  • the setpoint slip 14 sets in the present embodiment a desired difference between a peripheral speed of a decentralized control device 10 associated wheel 8 and Speed 16 of the rail vehicle 2. Based on this nominal slip 14, each individual wheel 8 is braked individually by its decentralized control device 10, which is discussed in more detail in the context of FIG. 2 later.
  • the setpoint slip 14 can be fixed, in the present embodiment the setpoint slip 14 is to be determined as a function of a multiplicity of vehicle and driving states and output to the decentralized control devices 10.
  • the setpoint slip 14 can be preset on the rail 4 to the individual decentralized control devices 10 as a function of an ambient temperature 18, of a moisture 20 detected by a moisture sensor (not shown in detail) and of a particle quantity 22 detected by a particle sensor (not shown).
  • each individual wheel 8 is then decelerated via the decentralized control devices 10 based on the nominal slip.
  • the nominal slip 14 is regulated by means of a slip control circuit 24 shown in FIG. 2 and technically converted in the individual decentralized control devices 10.
  • the nominal slip 14 is first against a
  • Istschlupf 26 which represents an actual difference between the peripheral speed of the corresponding decentralized control device 10 associated wheel 8 and the transmitted to the decentralized control device 10 speed 16 of the rail vehicle 2. From the comparison results in a control difference 28, from which shows to what extent the actual slip 26 deviates from the nominal slip 14.
  • control difference 28 is then converted in a manner known to those skilled in a controller 30 in a control variable, which may be, for example, a control pressure 32, with which a pneumatic brake is to be controlled.
  • a control variable which may be, for example, a control pressure 32, with which a pneumatic brake is to be controlled.
  • the pneumatic pressure 32 may then be weighted in a weighting unit 34 based on the speed of the rail vehicle to achieve maximum deceleration for the rail vehicle 2 for a given power consumption of a brake disk formed on the wheel 8 and not shown. Since the weighting is made individually for each wheel 8, a noticeably higher delay for the rail vehicle can be achieved. Based on the weighted pneumatic pressure 36 then the controlled system, that is, the brake 38 of the wheel 8 is controlled, which delays the rail vehicle 2, resulting in a corresponding actual slip 26.
  • the great advantage of the slip control circuit 24 implemented in the decentralized control device 10 is the fact that the local setpoint / actual value comparison on the wheel 8 automatically controls all relevant delays or disturbances locally acting on the wheel 8 that are independent of the brake 38 be taken into account.
  • an electric brake could be used to decelerate the rail vehicle 2, with which electrical energy can be recuperated from the kinetic energy of the rail vehicle 2.
  • the effect of this E-brake which would actually have to be considered via a so-called blending in the pneumatic pressure 32, acts as a disturbance in the slip control circuit 24, which is automatically taken into account in the control and thus in the generation of the pneumatic pressure 32 without further blending.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé de freinage d'un véhicule ferroviaire (2) comportant au moins deux roues (8), comprenant un dispositif de commande central (12) qui définit une grandeur de commande commune (14) pour les deux roues (8) et un dispositif de commande décentralisé (10) pour chaque roue (8), qui commande individuellement la roue correspondante (8) sur la base d'une grandeur de commande individuelle (32) dépendant de la grandeur de commande commune (14), ce procédé consistant à recevoir la grandeur de commande commune (14) en provenance du dispositif de commande central (12), dans un des dispositifs de commande décentralisés (10); à déterminer (30) la grandeur de commande individuelle (32) sur la base de la grandeur de commande commune (14); et à freiner (38) la roue (8) associée au dispositif de commande décentralisé (10) sur la base de la grandeur de commande individuelle (32).
PCT/EP2012/067516 2011-09-09 2012-09-07 Procédé de freinage d'un véhicule ferroviaire comportant des roues Ceased WO2013034692A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011113120.9 2011-09-09
DE102011113120.9A DE102011113120B4 (de) 2011-09-09 2011-09-09 Bremssteuereinrichtung für eine Bremsanlage eines Schienenfahrzeugs, Bremsanlage, Schienenfahrzeug sowie Verfahren zum Steuern einer Bremsanlage

Publications (2)

Publication Number Publication Date
WO2013034692A2 true WO2013034692A2 (fr) 2013-03-14
WO2013034692A3 WO2013034692A3 (fr) 2013-05-02

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/067516 Ceased WO2013034692A2 (fr) 2011-09-09 2012-09-07 Procédé de freinage d'un véhicule ferroviaire comportant des roues

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DE (1) DE102011113120B4 (fr)
WO (1) WO2013034692A2 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016046102A1 (fr) * 2014-09-23 2016-03-31 Bombardier Transportation Gmbh Procédé de commande d'un système de freinage et système de freinage
US10040435B2 (en) 2013-09-26 2018-08-07 Siemens Aktiengesellschaft Method for braking a rail vehicle and open-loop and/or closed-loop control device for a brake system
WO2018172117A1 (fr) * 2017-03-22 2018-09-27 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Dispositif de freinage pour véhicules ferroviaires et procédé de freinage de véhicules ferroviaires
CN111252047A (zh) * 2020-02-25 2020-06-09 中车株洲电力机车有限公司 一种轨道车辆及其制动控制系统
WO2022032897A1 (fr) * 2020-08-10 2022-02-17 中车唐山机车车辆有限公司 Procédé, dispositif et système de distribution de force de freinage pour train ferroviaire urbain

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008034657A1 (de) 2008-07-25 2010-02-04 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Einrichtung zur adaptiven Ansteuerung der Gleitschutzregelung einer pneumatischen Bremsanlage eines Schienenfahrzeuges

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19848990A1 (de) * 1998-10-23 2000-04-27 Knorr Bremse Systeme Bremssystem für ein Schienenfahrzeug
DE10128897C1 (de) * 2001-06-15 2003-01-02 Knorr Bremse Systeme Bremssystem für Schienenfahrzeuge
DE102005010118A1 (de) * 2005-03-02 2006-09-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Steuereinrichtung eines Schienenfahrzeugs

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008034657A1 (de) 2008-07-25 2010-02-04 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Einrichtung zur adaptiven Ansteuerung der Gleitschutzregelung einer pneumatischen Bremsanlage eines Schienenfahrzeuges

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10040435B2 (en) 2013-09-26 2018-08-07 Siemens Aktiengesellschaft Method for braking a rail vehicle and open-loop and/or closed-loop control device for a brake system
WO2016046102A1 (fr) * 2014-09-23 2016-03-31 Bombardier Transportation Gmbh Procédé de commande d'un système de freinage et système de freinage
WO2018172117A1 (fr) * 2017-03-22 2018-09-27 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Dispositif de freinage pour véhicules ferroviaires et procédé de freinage de véhicules ferroviaires
CN111252047A (zh) * 2020-02-25 2020-06-09 中车株洲电力机车有限公司 一种轨道车辆及其制动控制系统
WO2022032897A1 (fr) * 2020-08-10 2022-02-17 中车唐山机车车辆有限公司 Procédé, dispositif et système de distribution de force de freinage pour train ferroviaire urbain

Also Published As

Publication number Publication date
DE102011113120A1 (de) 2013-03-14
WO2013034692A3 (fr) 2013-05-02
DE102011113120B4 (de) 2020-03-19

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