WO2019063272A1 - Concept pour transmettre une demande de freinage rapide dans une motrice - Google Patents

Concept pour transmettre une demande de freinage rapide dans une motrice Download PDF

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Publication number
WO2019063272A1
WO2019063272A1 PCT/EP2018/074260 EP2018074260W WO2019063272A1 WO 2019063272 A1 WO2019063272 A1 WO 2019063272A1 EP 2018074260 W EP2018074260 W EP 2018074260W WO 2019063272 A1 WO2019063272 A1 WO 2019063272A1
Authority
WO
WIPO (PCT)
Prior art keywords
circuit node
switch
line
end car
switches
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/EP2018/074260
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German (de)
English (en)
Inventor
Lothar HERTEL
Andreas KETZEL
Michael Dirauf
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 Mobility GmbH
Original Assignee
Siemens Mobility 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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of WO2019063272A1 publication Critical patent/WO2019063272A1/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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/128—Self-acting brakes of different types 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
    • 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
    • B60T13/24—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 the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/40—Compressed-air systems indirect, i.e. compressed air booster units indirect systems
    • B60T13/403—Compressed-air systems indirect, i.e. compressed air booster units indirect systems specially adapted for coupling with dependent systems, e.g. tractor-trailer systems
    • B60T13/406—Compressed-air systems indirect, i.e. compressed air booster units indirect systems specially adapted for coupling with dependent systems, e.g. tractor-trailer systems specially adapted for transfer of two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • 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
    • 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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry

Definitions

  • the invention relates to a traction vehicle and a method for transmitting a rapid braking request in the traction vehicle.
  • the invention further relates to a computer program. During operation of a motor traction may occur situa ⁇ tions where called emergency braking, even emergency braking is required.
  • the object underlying the invention is to provide is to se ⁇ hen an efficient concept for efficiently transmitting an emergency braking request in a traction vehicle.
  • a vehicle engine is provided to collectively ⁇ :
  • a first driver's cab having a first driver's cab
  • a second driver's cab having second
  • At least one actuator device which is designed to brake the traction vehicle, an electric power source having a first pole and a second pole,
  • first engagement line in the first endcar comprises a first circuit node which can be electrically conductively connected to the first pole by means of a first switch, and in the second endcarriage a second circuit node which can be electrically conductively connected to the first pole by means of a second switch, wherein the first status line in the first end car comprises a third circuit node and in the second end car a fourth circuit node,
  • first circuit node and the third circuit ⁇ node can be electrically conductively connected by means of a third switch
  • the second engagement line in the first endcar comprises a fifth circuit node, which can be electrically conductively connected to the second pole by means of a fifth switch, and in the second endcarriage a sixth circuit node, which can be electrically conductively connected to the second pole by means of a sixth switch, wherein the second status line in the first end car comprises a seventh circuit node and in the second end car an eighth circuit node,
  • Circuit node and the sixth circuit node is connected at least a second interruption switch for interrupting the second engagement line in response to the Schnellbremsanforde ⁇ tion,
  • At least one monitoring device for monitoring a first electrical variable of the first status line between the third circuit node and the fourth circuit node and for monitoring a second electrical variable of the second status line between the seventh circuit node and the eighth circuit node,
  • a method of transmitting a rapid braking request in the traction vehicle comprising the steps of:
  • a computer program is provided readiness, which comprises program code for carrying out the procedural ⁇ proceedings for transmitting an emergency braking request in the traction vehicle, when said computer program is executed on a computer.
  • the invention is based on the finding that the above on ⁇ handover can be achieved in that two independent paths of action, the rapid brake application request to the
  • Actuator device of the traction unit can be transmitted to perform an emergency braking, also called emergency braking, the traction vehicle.
  • the first and fourth switches are closed.
  • the second and third switches are opened.
  • the first shawl ⁇ processing node is therefore electrically conductively connected to the first pole.
  • a first electrical current will flow from the first circuit node to the second circuit node, further to the fourth circuit node, and further to the third circuit node.
  • On the first status line as the first electrical quantity may thus by means of the monitoring device ⁇ example, a first voltage or a first current-driven elekt ⁇ be measured.
  • two first electrical quantities are measured by means of the monitoring device: the first electrical voltage and the first electrical current.
  • the first path of action comprises monitoring the first electrical quantity of the first status line. If due to a
  • the first breaker opens, this leads to an interruption in the first engagement line.
  • the first electrical current and the first electrical voltage will thus no longer be present due to the interruption of the first engagement line.
  • the monitoring device therefore no longer measures a first electrical voltage and / or a first electrical current as the first electrical variable. Then the moni ⁇ monitoring device sends the first rapid braking instruction to the
  • the fifth and eighth switches continue to be closed.
  • the sixth and seventh switches are opened.
  • the fifth circuit node is thus electrically conductively connected to the second pole.
  • a second electrical current will flow from the fifth circuit node to the sixth circuit node, further to the eighth circuit node, and further to the seventh circuit node.
  • a second electrical voltage or a second electric current may thus by means of the monitoring device ⁇ example, be measured.
  • two second electrical quantities are measured by means of the monitoring device: the second electrical voltage and the second electrical current.
  • the second Wirkweg includes monitoring the second elekt ⁇ step size of the second status line. If the second interruption switch opens due to a rapid braking request, this leads to an interruption in the second access line. The second electric current and the second electrical voltage are so far no longer be present because of the interrup ⁇ monitoring of the second engagement line. The monitoring device therefore no longer measures a second electrical voltage and / or a second electrical current as a second electrical variable. Then the moni ⁇ monitoring device sends the first rapid braking instruction to the
  • the first pole is a positive pole and the second pole is a negative pole or vice versa.
  • 110 V is applied to the first pole and 0 V is applied to the second pole or vice versa.
  • the electrical energy source is an electrical power source or an electrical power source ⁇ .
  • the traction vehicle comprises at least one detection device for detecting the rapid braking request, wherein the detection device is in each case operatively connected to the first and the second interruption switch, so that detection of the rapid braking request by means of causes the detection means to open the first and second breaker switches to interrupt the first and second engagement lines.
  • the detection device is in each case operatively connected to the first and the second interruption switch, so that detection of the rapid braking request by means of causes the detection means to open the first and second breaker switches to interrupt the first and second engagement lines.
  • a respective operative connection between the detection device and the first and the second interruption switch comprises, for example, an electrical connection and / or a mechanical connection.
  • the detection device comprises a mechanical operating element, for example a lever, a button, a pullable handle, and / or, for example, an automatic train protection system Bus ⁇ system, wherein the detection means is adapted to transmit in response to the detected rapid braking request a second rapid braking command to the actuator means via the bus system.
  • a mechanical operating element for example a lever, a button, a pullable handle, and / or, for example, an automatic train protection system Bus ⁇ system
  • a third effective path is formed for the transmission of the rapid braking request.
  • the third effective path is realized according to this embodiment via the bus system.
  • the detection device transmits via the bus system the second rapid braking command to the actuator device in response to the detected rapid braking request respectively sends. That means in particular that is transmitted independently of the first emergency braking command to the actuator device according to this execution ⁇ form the second emergency braking command. If, for example, an error has occurred in the monitoring device, then there is another redundant effective path, here via the bus system, available to the
  • Rapid braking request to the actuator device to transmit.
  • This effective path via the bus system can also be referred to as a software effective path, insofar as this path of action is implemented via a bus system.
  • a first bypass switch is connected in parallel with the third switch, so that when the third switch is open, the third circuit node can still be electrically conductively connected to the first circuit node, wherein a second bypass switch is connected in parallel to the fourth switch in that, when the fourth switch is open, the fourth circuit node can nevertheless be electrically conductively connected to the second circuit node.
  • the technical advantage is in particular causes the first status line can be directly connected elekt ⁇ driven conductively connected to the first pole, so that even with an interrupted first engagement line, the monitoring means further measures the first electrical quantity and kei ⁇ NEN first emergency braking command to the actuator device sends.
  • the technical advantage is achieved that a faulty interruption of the first engagement line does not lead to rapid braking. This means, for example, that the traction vehicle can still continue despite the faulty interruption in the first intervention line, for example, to a workshop or in the next station.
  • the detection device upon detecting a rapid braking request via the bus system, to the first and / or second driver's station, in particular especially to the occupied driver's station, which sends information that a rapid braking request has been detected. If, therefore, the first interruption switch is open owing to an error, but no rapid braking request is present, then the driver can obtain knowledge of this since, in this case, the detection unit does not send corresponding information. The driver can thus the first
  • a third bypass switch is connected in parallel to the seventh switch, so that when the seventh switch is open, the seventh circuit node can nevertheless be electrically conductively connected to the fifth circuit node, a fourth bypass switch being connected in parallel to the eighth switch, so that nevertheless, when the eighth switch is open, the eighth circuit node can be electrically conductively connected to the sixth circuit node.
  • the second status line can be electrically conductively connected directly to the second pole, so that even with an interrupted second engagement line, the monitoring device further measures the second electrical variable and sends no first rapid braking command to the actuator device.
  • the technical advantage is achieved that a faulty interruption of the second engagement line does not lead to rapid braking. This means, for example, that the locomotive can still continue despite the faulty interruption in the second intervention line, for example, to a workshop or in the next station.
  • the detection device upon detecting a rapid braking request via the bus system, to the first and / or second driver's station, in particular especially to the occupied driver's station, which sends information that a rapid braking request has been detected.
  • the second interruption switch is open owing to an error, but no rapid braking request is present, then the driver can obtain knowledge of this, since in this case the detection device does not send corresponding information.
  • the driver can thus close the third and / or fourth bypass switch.
  • the first bypass switch is configured as a first bypass contact.
  • the second bypass switch is configured as a second bridging contact.
  • the third bypass switch is configured as a third bypass contact.
  • the fourth bypass switch is configured as a fourth bridging contact.
  • the first and third bridging contact are in each case a switching element of a first ge ⁇ common bypass switch. By switching the first common bridging switch, the two switching elements are then actuated simultaneously, for example, the first and the third bridging contact are simultaneously closed or opened.
  • the second and fourth bridging contact are in each case a switching element of a second ge ⁇ common bypass switch. By switching the second common bridging switch, the two switching elements are then actuated simultaneously, for example, the second and the fourth bridging contact are closed or opened at the same time. That is, for example, when the first common bypass switch in the first end car is operated, the first and third bypass contacts are simultaneously closed, so that the first status line is connected to the first circuit node and the second status line is connected to the fifth circuit node.
  • a second rapid braking command is transmitted to the actuator device via the bus system of the traction vehicle by means of the detection device.
  • the actuator device comprises one or more brakes of the traction vehicle.
  • a plurality of actuator devices are provided.
  • multiple detectors are provided.
  • the traction vehicle is designed or set up to execute or execute the method for transmitting a rapid braking request in the traction vehicle.
  • Technical functionalities of the traction vehicle arise analogously from the corresponding technical functionalities of the process and vice versa.
  • process features result analogously from corresponding device features (ie features relating to the traction vehicle) and vice versa.
  • the monitoring device comprises a voltage measuring device and / or a current measuring device.
  • the voltage measuring device is designed to measure the first and / or the second electrical voltage.
  • the current measuring device is designed to measure the first and / or the second electrical current.
  • the traction vehicle comprises a middle car formed between the first and the second end car, which is free of a driver's station.
  • the traction vehicle comprises, for example, at least two wheels , that is to say, for example, the first end wagon and the second wagon and, for example, the middle wagon.
  • the traction unit is for example a rail-guided traction vehicle.
  • An operative connection comprises an electrical and / or a mechanical connection. More particularly, the wording "respectively” includes the Formu ⁇ -regulation "and / or”.
  • FIG. 2 shows the traction vehicle according to FIG. 1
  • FIG. 3 shows a flowchart of a method for transmitting a rapid braking request in a traction vehicle.
  • FIG. 1 shows a traction vehicle 101 in a simplified schematic representation.
  • the traction vehicle 101 comprises a first end car 103, which has a first driver's station 201 shown in FIG.
  • the traction vehicle 101 further includes a second end car 105 having a second driver's cab 203 shown in FIG.
  • the traction vehicle 101 comprises a middle car 107, which lies between the first end car 103 and the second end car 105.
  • the middle car 107 is free of a driver's station. This means that the middle car 107 has no driver's cab.
  • the first end car 103 is the middle car 107 and the middle car 107 is the second End car 105 each drawn by a dashed line
  • Dividing line 109 delimited.
  • a first traction vehicle clutch 111 is further provided.
  • a second traction vehicle clutch 113 is further provided.
  • the tractive vehicle 201 can be coupled with further traction vehicles (not shown).
  • the traction vehicle 101 comprises a first actuator device 115, which is designed to brake the traction vehicle 101.
  • the first actuator device 115 is arranged in the first end carriage 103.
  • the traction vehicle 101 comprises a second actuator device 117, which is designed to brake the traction vehicle 101.
  • the second actuator device 117 is arranged in the middle car 107.
  • the traction vehicle 101 comprises a third actuator device 119, which is designed to brake the traction vehicle 101.
  • the third actuator device 119 is arranged in the second end car 105.
  • the traction unit 101 includes an electricallysquel ⁇ le 121 which appear as two ⁇ th pole having a first pole of a positive terminal 123 and a negative terminal 125th
  • the traction unit 101 includes an axis extending from the first end car 103 to the second end car 105 first electric A ⁇ reached line 127, and an axis extending from the first end car 103 to the second end car 105 first electrical status line 129.
  • the first engagement line 127 in the first end car 103 comprises a first circuit node 131, which can be electroconducting ⁇ hig connected to the positive terminal 123 by means of a first switch 133 and the second end car 105 a second circuit node 135 which can be electrically conductively connected to the positive pole 123 by means of a second switch 137
  • the first status line 129 in the first end car 103 comprises a third circuit node 139 and in the second end car 105 a fourth circuit node 141
  • the first circuit node 131 and the third circuit node 139 can be electrically conductively connected by means of a third switch 143
  • the second circuit node 135 and the fourth circuit node 141 can be electrically conductively connected by means of a fourth switch 145.
  • first engagement line 127 In the first engagement line 127, between the first circuit node 131 and the second circuit node 135, there are connected three first breakers 147, 149, 151 for interrupting the first engagement line 127 in response to a quick brake request.
  • the first breaker switch 147 is disposed in the first endcar 103.
  • the first breaker switch 149 is arranged in the middle wagon 107.
  • the first interruption switch 151 is disposed in the second endcar 105.
  • the traction unit 101 includes an axis extending from the first end car 103 to the second end car 105 second electric A ⁇ reached line 153, and an axis extending from the first end car 103 to the second end car 105 second electrical status line 155, the second engagement line 153 in the first end car 103 has a fifth circuit node 157, which can be electrically conductively connected to the negative pole 125 by means of a fifth switch 159, and in the second end carriage 105 comprises a sixth circuit node 161, which can be electrically conductively connected to the negative pole 125 by means of a sixth switch 163.
  • the second status line 155 includes a seventh circuit node 165 in the first end car 103 and an eighth circuit node 167 in the second end car 105, the fifth Circuit node 157 and the seventh circuit node 165 can be electrically conductively connected by means of a seventh switch 169, wherein the sixth circuit node 161 and the eighth circuit node 167 can be electrically conductively connected by means of an eighth switch 171.
  • the second breaker switch 173 is disposed in the first endcar 103.
  • the second interruption switch 175 is arranged in the middle car 107.
  • the second breaker switch 177 is disposed in the second endcar 105.
  • the traction vehicle comprises a first monitoring device 179, a second monitoring device 181 and a third monitoring device 183 for monitoring a first electrical variable of the first status line 129 between the third circuit node 139 and the fourth circuit node 141 and for monitoring a second electrical quantity of the second status line 155 between the seventh circuit nodes 165 and the eighth circuit node 167.
  • the first monitoring means 179 is adapted to send from ⁇ pending from monitoring a first emergency braking command for a rapid deceleration to the first actuator device 115th
  • the second monitoring means 181 is adapted to send from ⁇ pending from monitoring a first emergency braking command for a rapid deceleration to the second actuator device 117th
  • the third monitoring device 179 is formed, dependent on the ⁇ monitoring of a first rapid braking command for rapid braking to the third actuator device 119 to send.
  • the first status line 129 includes a ninth circuit node 185 in the first endcar 103.
  • the second status line 155 includes a tenth circuit node 187 in the first endcar 103.
  • the first monitoring device 179 is electrically connected to the ninth circuit node 185 and the tenth circuit node 187 to connect the corresponding one to measure electrical size.
  • the first status line 129 comprises an eleventh circuit node 189 in the middle balance 107.
  • the second status line 155 comprises a 12th circuit node 191 in the middle wagon 107.
  • the second monitoring device 181 is electrically conductively connected to the eleventh circuit node 189 and the 12th circuit node 191 to form the corresponding one to measure electrical size.
  • the first status line 129 comprises a 13th circuit node 193 in the second end car 105.
  • the second status line 155 comprises a 14th circuit node 195 in the second end car 105.
  • the third monitoring device 183 is electrically conductive with the 13 circuit node 193 and the 14th circuit node 195 connected to measure the corresponding electrical size.
  • the first monitoring device 179 is connected to the first actuator device 115 via a first operative connection 197 in order to apply the first rapid braking command to the first
  • the first operative connection 197 comprises, for example, an electrical connection.
  • the second monitoring device 181 is connected to the second actuator device 117 via a second active connection 199 in order to apply the first rapid braking command to the second
  • the second operative connection 199 comprises, for example, an electrical connection.
  • the third monitoring device 179 is connected to the third actuator device 119 via a third operative connection 205 in order to apply the first rapid braking command to the third
  • the third operative connection 205 comprises, for example, an electrical connection.
  • the traction vehicle 101 comprises a first detection device 207 for detecting the rapid braking request, wherein the first detection device 207 is arranged in the first end car 103, wherein the first detection device 207 is connected to the first interruption switch 147 of the first end car 103 via a fourth operative connection 209 and connected to the first second interrupt switch 173 of the first end car 103 is connected via a fifth operative connection 211 such that detection of the quick brake request by means of the first detector 207 results in opening of the first 147 and second 173 interrupt switches to connect the first 127 and second engagement lines 153 interrupt.
  • the traction vehicle 101 comprises a second detection device 213 for detecting the rapid braking request, the second detection device 213 being arranged in the middle carriage 107, the second detection device 213 being connected to the first interrupt switch 149 of the middle carriage 107 via a sixth operative connection 215 and to the second Interrupt switch 175 of the center car 107 is connected via a seventh operative connection 217, so that detection of the quick brake request by means of the second detection device 213 leads to an opening of the first 149 and the second 175 interrupt switch to the first 127 and the second engagement line 153 interrupt.
  • the traction vehicle 101 comprises a third detection device 219 for detecting the rapid braking request, wherein the third detection device 219 is arranged in the second end carriage 105, wherein the third detection device 219 with the first interruption switch 151 of the second endcarriage 105 is connected via an 8th operative connection 221 and connected to the second interruption switch 177 of the second endcarriage 107 via a 9th operative connection 223, so that detection of the rapid braking request by means of the third detection device 219 results in an opening of the first 151 and the second 177 Breaker leads to interrupt the first 127 and second engagement line 153.
  • the traction vehicle 101 comprises a bus system, of which only three bus lines are shown for the sake of clarity.
  • a first bus line 225 connects the first Er distributedsein ⁇ direction 207 with the first actuator device.
  • a second bus line 227 connects the second detection device 213 to the second actuator device 117.
  • a third bus line 229 connects the third detection device 219 to the third actuator device 119.
  • the three detection devices 207, 213, 219 are respectively adapted to transmit in response to the detected requirement Schnellbremsan ⁇ a second emergency brake command to the corresponding actuator means 115, 117, 119 via the respective bus ⁇ line 225, 229, 231st
  • the traction vehicle 101 includes a first bypass switch 233, which is connected in parallel with the third switch 143, so that when the third switch 143 is open, the third circuit node 139 can nevertheless be electrically conductively connected to the first circuit node 131, wherein the traction vehicle 101 has a second bypass shawl - comprises ter 235, which is parallel to the fourth switch 145 ge ⁇ on, so that nevertheless can be electrically conductively connected with opened fourth switch 145, the fourth circuit node 141 to the second circuit node 135th
  • the traction vehicle 101 a third bypass switch 239 which is connected in parallel to the seventh switch 169, so that when the seventh switch 169 is open, the seventh switch 169 nevertheless can be electrically conductively connected to the fifth circuit node 157, wherein the traction vehicle 101 comprises a fourth bypass switch 239 which is connected in parallel to the eighth switch 171, so that with the eighth switch 171 open, the eighth circuit node 167 nevertheless connects to the sixth circuit node 161 electrically conductive can be connected.
  • a 9th switch 241 is connected between the first switch 133 and the first circuit node 131. Between the second switch 137 and the second circuit node 135, a 10th switch 243 is connected. Between the 5th switch 159 and the 5th circuit node 157, an 11th switch 245 is connected. Between the sixth switch 163 and the sixth circuit node 161, a twelfth switch 247 is connected.
  • the 9th, 10th, 11th and 12th switches act as security ⁇ switches that are opened respectively remain open when the train 101 is coupled to further drive vehicles 113 on the train couplings 111.
  • the 9th, 10th, 11th and 12th switches act as security ⁇ switches that are opened respectively remain open when the train 101 is coupled to further drive vehicles 113 on the train couplings 111.
  • the 10th switch 243 and the 12th switch 247 cause in such a case due to their open state that no supply via the second circuit node 135 and the sixth circuit node can be done.
  • a 13th switch 249 is connected between the 3rd switch 143 and the 3rd circuit node.
  • a 14th switch 251 is connected.
  • a 16th switch 255 is connected between the 8th switch 171 and the 8th circuit node 167.
  • the 13th, 14th, 15th and 16th switches each act as safety switches which are opened or remain open when the traction vehicle 101 is coupled via the traction vehicle clutches 111, 113 with other traction vehicles. It can be prevented in spite example, closed fourth switch 145, the first engagement line 127 is switched only in the coupled another train on the first status line ⁇ 129th
  • the first engagement line 127 comprises a circuit 15. ⁇ knot 257, which is provided between the first bypass switch 233 and the first circuit node 131st Between the 15th circuit node 257 and the first traction vehicle clutch 111, a 17th switch 259 is connected.
  • the first engagement line 127 comprises a circuit 16. ⁇ knot 261, which is provided between the second bypass switch 235 and the second circuit node 135th Between the 16th circuit node 261 and the second traction vehicle clutch 113, an 18th switch 263 is connected.
  • the first status line 129 includes a 17th GmbHungskno ⁇ th 265, which is provided between the first bypass switch 233 and the third circuit node 139. Between the 17th circuit node 265 and the first traction unit clutch 111, a 19th switch 267 is connected.
  • the first status line 129 comprises an 18th circuit node 269, which is provided between the second bypass switch 235 and the fourth circuit node 141. Between the 18th circuit node 269 and the second traction vehicle clutch 113, a 20th switch 271 is connected.
  • the second engagement line 153 includes a nineteenth node 273 connected between the third bypass switch
  • the second engaging line 153 comprises a circuit 20. ⁇ knot 277, which is provided between the fourth bypass switch 239 and the sixth circuit node 161st Between the 20th circuit node 277 and the second traction vehicle clutch 113, a 22nd switch 279 is connected.
  • the second status line 155 includes a 21st Wegkno ⁇ th 281, which is provided between the third bypass switch 237 and the seventh circuit node 165. Between the 21st circuit node 281 and the first traction unit clutch 111, a 23rd switch 283 is connected.
  • the second status line 155 includes a 22nd circuit node 285 provided between the 4th bypass switch 239 and the 8th circuit node 167. Between the 22nd circuit node 285 and the second traction vehicle clutch 113, a 24th switch 287 is connected. If at the two traction unit clutches 111, 113 more
  • the 17th switch to 24 switches are closed in order to loop through the corresponding engagement lines and status lines on the traction unit clutches to the coupled other traction vehicles can. If no other traction unit is coupled, then these switches are open.
  • End car 103 is occupied by a driver.
  • the first traction unit clutch 111 and the second drive ⁇ vehicle clutch 113 no further traction vehicles are coupled.
  • the following explanations apply analogously when the second driver's seat 20 of the second end car 105 is occupied by the driver.
  • the first driver's station 201 of the first end car 103 is occupied, the following switches are closed: the first switch 133, the ninth switch 241, the fourth switch 145, the 14th switch 251, the 5th switch 159, the 11th
  • the three first breaker switches 147, 149 and 151 and the three second breaker switches 173, 175 and 177 remain closed respectively closed.
  • the first circuit node 131 is thus electrically conductively connected to the positive pole 123.
  • a first electric current will flow from the first circuit node 131 to the second circuit node 135, further to the fourth circuit node 141, and further to the third circuit node 139.
  • On the first status line 129 for example, a first electrical voltage or a first electrical current can thus be measured by means of the respective monitoring device as the first electrical variable.
  • two first electrical quantities are measured by means of the monitoring device: the first electrical voltage and the first electrical current.
  • the first detector 207 detects a quick brake request
  • the first breaker switch 147 is correspondingly opened, resulting in an interruption in the first engagement line 127.
  • the first electrical current and the first electrical voltage will thus no longer be present due to the interruption of the first engagement line 127.
  • the respective monitoring device thus measures no first electrical
  • the fifth circuit node 157 is thus electrically conductively connected to the negative terminal 125. Thus, a second electric current will flow from the fifth circuit node 157 to the sixth circuit node 161, further to the eighth circuit node 167, and further to the seventh circuit node 165.
  • a second electrical voltage or a second electrical current can be measured by means of the respective monitoring device as the second electrical variable.
  • two second electrical quantities are measured by the surveil ⁇ splice apparatus: the second voltage and the second electric current.
  • the first detecting means 207 detects a Schnellbremsan- requirement, it is opened according to the second interrup ⁇ monitoring switch 173, resulting in an interruption in the second engagement line 153rd The second electric current and the second electric voltage will no longer be present in so far ⁇ due to the interruption of the second engagement line 153rd The respective monitoring device thus measures no second electrical voltage
  • the respective surveil ⁇ monitoring device sends the first emergency braking command to the corresponding end of actuator device.
  • the first detection device 207 sends a second quick-braking command to the first actuator device 115 via the first bus line 225.
  • FIG. 2 shows the traction vehicle 101 according to FIG. 1 in a further representation.
  • FIG. 3 shows a flow chart of a method for Studentstra ⁇ gene of a quick brake demand in a traction vehicle, for example in the train one hundred and first
  • the method comprises the following steps:
  • a step 301 including either closing the first and fourth switches and opening the second and third switches or closing the second and third switches and opening the first and fourth switches to connect the first engagement line and the first status line to the first Pol electrically conductive to connect.
  • a step 303 comprising either closing the fifth and eighth switches and opening the sixth and seventh switches or closing the sixth and seventh switches and opening the fifth and eighth switches to connect the second engagement line and the second status line with the second Pol electrically conductive to connect.
  • a step 305 comprising monitoring by means of the moni ⁇ monitoring device of the first and the second electrical variable.
  • a step 307 comprising, depending on the monitoring, transmitting a first quick brake command for quick braking to the actuator device.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un concept pour transmettre une demande de freinage rapide dans une motrice, ce concept prévoyant plusieurs voies d'action redondantes pour la transmission de la demande de freinage rapide.
PCT/EP2018/074260 2017-09-29 2018-09-10 Concept pour transmettre une demande de freinage rapide dans une motrice Ceased WO2019063272A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017217472.2A DE102017217472B4 (de) 2017-09-29 2017-09-29 Konzept zum Übertragen einer Schnellbremsanforderung in einem Triebfahrzeug
DE102017217472.2 2017-09-29

Publications (1)

Publication Number Publication Date
WO2019063272A1 true WO2019063272A1 (fr) 2019-04-04

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PCT/EP2018/074260 Ceased WO2019063272A1 (fr) 2017-09-29 2018-09-10 Concept pour transmettre une demande de freinage rapide dans une motrice

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DE (1) DE102017217472B4 (fr)
WO (1) WO2019063272A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0844157A2 (fr) * 1996-11-22 1998-05-27 Kiepe Elektrik GmbH & Co. KG Circuit de sécurité dans les systèmes de freinage de véhicules ferroviaires.
US7367635B2 (en) * 2003-09-11 2008-05-06 Siemens Aktiengesellschaft Rail vehicle having an electrical signal line loop
US20150081145A1 (en) * 2012-02-29 2015-03-19 Siemens Aktiengesellschaft Rail vehicle braking device
DE102014214225A1 (de) * 2014-07-22 2015-07-02 Siemens Aktiengesellschaft Schienenfahrzeug mit einer Datenkommunikationseinrichtung
DE102016203676A1 (de) * 2016-03-07 2017-09-07 Siemens Aktiengesellschaft Transporteinheit mit zumindest einer Anlage

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005021347A1 (fr) 2003-08-27 2005-03-10 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Dispositif de freinage de secours et systeme de freinage pour vehicule ferroviaire, et procede permettant de sauvegarder une fonction de freinage de secours dans des vehicules ferroviaires
DE102015218906B4 (de) 2015-09-30 2021-06-10 Siemens Mobility GmbH Verfahren zum Betreiben eines Datenübertragungssystems und Datenübertragungssystem

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0844157A2 (fr) * 1996-11-22 1998-05-27 Kiepe Elektrik GmbH & Co. KG Circuit de sécurité dans les systèmes de freinage de véhicules ferroviaires.
US7367635B2 (en) * 2003-09-11 2008-05-06 Siemens Aktiengesellschaft Rail vehicle having an electrical signal line loop
US20150081145A1 (en) * 2012-02-29 2015-03-19 Siemens Aktiengesellschaft Rail vehicle braking device
DE102014214225A1 (de) * 2014-07-22 2015-07-02 Siemens Aktiengesellschaft Schienenfahrzeug mit einer Datenkommunikationseinrichtung
DE102016203676A1 (de) * 2016-03-07 2017-09-07 Siemens Aktiengesellschaft Transporteinheit mit zumindest einer Anlage

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DE102017217472B4 (de) 2020-06-04

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