Method for managing braking in a degraded adhesion condition for a train
Patent Information
- Authority / Receiving Office
- ES · ES
- Patent Type
- Patents
- Current Assignee / Owner
- FAIVELEY TRANSPORT ITAL SPA
- Filing Date
- 2019-05-31
- Publication Date
- 2026-07-17
AI Technical Summary
Conventional brake management systems fail to maintain the target deceleration and stop the train within the intended stopping distance under degraded adhesion conditions, leading to increased safety risks due to the delay in detecting and addressing degraded adhesion, resulting in longer stopping distances.
A braking management method that adjusts braking forces based on actual deceleration and distance traveled, incorporating compensation deceleration values to minimize the additional distance traveled during degraded adhesion, using various braking and adhesion recovery means.
The method ensures the train stops within the target stopping distance by minimizing the additional distance traveled during degraded adhesion conditions, enhancing safety and reducing the risk of accidents.
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Abstract
Description
Technical sector
[0001] The present invention is, in general, in the field of braking management methods for a railway vehicle; in particular, the invention refers to a method for managing braking in a degraded adhesion condition for a train that includes at least one railway vehicle.Prior art
[0002] Conventional brake management systems, under degraded adhesion conditions, base their operation on open-loop or closed-loop controls using, inter alia, the following measurement and / or feedback quantities: braking force, work of the braking force, wheel-rail adhesion, etc.
[0003] For example, document WO2016207078 describes the possibility of using braking force, documents WO2012076523, WO2012052381, WO0071399 describe the possibility of using the work of the braking force, EP2918459 describes the possibility of using the wheel-rail adhesion engaged during braking, and the possibility of using the acceleration of the vehicle is also known.
[0004] The aforesaid quantities may be measured and / or distributed and / or controlled at different levels, i.e. at the single axle level, at the railway wagon level (multiple axles) and at the train level (multiple railway wagons).
[0005] Depending on these quantities, conventional brake management systems act accordingly on a plurality of devices, including, inter alia, the devices responsible for applying the braking force and the devices responsible for improving the adhesion conditions of the rail or of the wheel-rail contact.
[0006] For example, the devices responsible for applying the braking force are pneumatic disc brakes (EP brake), pneumatic tread brakes (EP tread brake), electrodynamic brakes (ED brake), magnetic track brakes (MTB).
[0007] On the other hand, the devices responsible for improving the conditions of adhesion of the rail or the wheel-rail contact are, for example, a sandbox or a magnetic shoe (MTB).
[0008] In conditions of degraded adhesion, since it is not possible to apply a nominal braking force on all axles, the braking management systems described above intervene with a series of strategies and / or devices, the objective of which is to return the vehicle to an instantaneous deceleration as close as possible to or equal to a target deceleration.
[0009] The expression 'nominal braking force' refers to a braking force which enables a 'target deceleration' to be achieved, i.e. the level of instantaneous deceleration which, if maintained throughout the braking period, enables the train to stop its travel within a target stopping distance.
[0010] Therefore, the conventional systems described above focus mainly on the instantaneous deceleration of the vehicle and have as their objective the achievement of the aforesaid target deceleration.
[0011] This type of approach presents a fundamental problem. Under degraded adhesion conditions, at best, it will be possible to reach the target deceleration after a certain delay with respect to the start of braking. The delay is due to a time necessary for the aforesaid systems to detect the conditions of degraded adhesion, to activate the devices described above and to give them time to act. At such point, following this delay, the target deceleration will be achieved. Disadvantageously, this target deceleration will no longer be sufficient to reach the target stopping distance and, as a result, the stopping distance of the train will increase relative to the envisaged target.
[0012] Taking a practical example, supposing a railway vehicle traveling 160 km / h, when at a time t=0 braking is activated, the target deceleration will be 1 m / s 2< . Dec obb = 1 m s 2
[0013] In a dry rail scenario, i.e. in a condition of good adhesion, the full "nominal braking force" may be applied. The vehicle will then reach the target deceleration of 1 m / s 2< and maintain it throughout the braking process.
[0014] Figure 1 shows the deceleration time profile in this condition.
[0015] As may be seen in this figure, the train will stop its travel within the target stopping distance, in this example equal to 990 m. This stopping distance value may be easily calculated by tracing the example condition back to the case of uniformly accelerated motion: Stopping time = initial speed average deceleration Stopping distance = initial speed ∗ Stopping time − 1 2 average deceleration ∗ Stopping time 2
[0016] Figure 2 shows a braking curve that relates the speed of the vehicle to the distance traveled.
[0017] In a contaminated rail scenario, i.e. where there is a contaminant on the rail, e.g. water, oil, wet leaves, etc., it follows that the wheel-rail adhesion is degraded.
[0018] Considering the use, in this scenario, of a conventional braking management system according to the prior art described previously, in the first instance, it is not possible to apply the full nominal braking force, and therefore it is not possible to achieve the target deceleration of 1 m / s 2< .
[0019] In the light of this gap in force and / or deceleration and / or adhesion, the conventional brake management systems described above activate strategies and / or devices for the recovery of adhesion which, at best, bring the deceleration of the vehicle to the target value with a certain delay, which in the example is assumed to be 10 seconds.
[0020] Figure 3 illustrates the deceleration time profile in this second scenario.
[0021] With this deceleration profile, the vehicle will stop its travel in 1050 m, i.e., a stopping distance longer than the target stopping distance. Additional stopping distance = real stopping distance − target stopping distance
[0022] In the present example: Additional stopping distance = 1050 − 990 = 60 m
[0023] Figure 4 shows a braking curve that relates the speed of the vehicle to the distance traveled.
[0024] In conclusion, conventional systems for managing degraded adhesion braking, while achieving their objective of bringing the deceleration of the vehicle to the target value, disadvantageously, do not achieve the objective of stopping the vehicle within the target stopping distance.
[0025] This could expose the train to an increased safety risk and possible accidents.Summary of the invention
[0026] One of the objects of the present invention is therefore to provide a system that allows the achievement of the target stopping distance even in the event of a degraded adhesion condition, thereby increasing the overall safety level of the train during braking.
[0027] These and other objects and advantages are achieved, according to one aspect of the invention, by a braking management method in a degraded adhesion condition for a train including at least one railway vehicle having the features defined in claim 1. Preferred embodiments of the invention are defined in the dependent claims, the content of which is intended as an integral part of the present description.
[0028] In summary, the invention in question proposes a methodology for the control of braking (and related support devices) that bases its operation on the deceleration of the vehicle and the distance traveled, with the objective of achieving a target stopping distance.
[0029] The proposed methodology is to compare not only the actual instantaneous deceleration with the target deceleration, but also to take into account the "additional distance" traveled by the vehicle in steps wherein the actual instantaneous deceleration is less than the target deceleration.Brief description of the drawings
[0030] The functional and structural features of some of the preferred embodiments of a method for managing braking in a degraded adhesion condition for a train including at least one rail vehicle according to the invention will now be described. Reference is made to the accompanying drawings, wherein: Figure 1 is a graph illustrating a deceleration time profile with a continuous line in a dry rail scenario; Figure 2 is a graph illustrating a braking curve, with a continuous line, which relates the speed of the vehicle to the distance traveled in a dry rail scenario; Figure 3 is a graph further illustrating, with a dotted line, a deceleration time profile in a contaminated rail scenario; Figure 4 is a graph further illustrating, with a dotted line, a braking curve that relates the speed of the vehicle to the distance traveled in a contaminated rail scenario; Figure 5 is a graph illustrating, with a dash-dotted line, a deceleration profile, when the method according to the present invention is used; Figure 6 is a graph illustrating, with a dash-dotted line, a braking curve that relates the speed of the vehicle to the distance traveled, when the method according to the present invention is used; and Figure 7 is a graph illustrating a non-degraded braking force F nd and a degraded braking force F d . Detailed description
[0031] Before explaining in detail a plurality of embodiments of the invention, it should be clarified that the invention is not limited in its application to the constructive details and to the configuration of the components presented in the following description or illustrated in the drawings. The invention may assume other embodiments and may in practice be implemented or achieved in different ways. It should also be understood that the phraseology and terminology have descriptive purposes and should not be construed as restrictive. The use of "include" and "comprise" and the variations thereof are to be understood as encompassing the elements stated hereinafter and the equivalents thereof, as well as additional elements and the equivalents thereof.
[0032] The method for managing braking in a degraded adhesion condition for a train including at least one railway vehicle according to the present invention comprises a plurality of steps that will be analyzed individually hereinafter.
[0033] One step comprises setting a target deceleration value D obb to be reached by the train. The target deceleration value D obb allows the train to reach a zero traveling speed in a target stopping distance Dis obb .
[0034] Another step comprises applying, by at least one train braking means, a non-degraded braking force F nd . The value of the non-degraded braking force F nd is calculated in such a way as to enable the train to achieve the target deceleration value D obb .
[0035] A further step comprises verifying the presence of a degraded adhesion condition between the railway vehicle and the rail.
[0036] If no degraded adhesion condition is detected, the method comprises the step of maintaining the application of the non-degraded braking force F nd . The non-degraded braking force F nd , will allow the train to reach the target deceleration value D obb within a first time t1 and will consequently allow the train to reach a zero traveling speed within the target stopping distance Dis obb .
[0037] When a degraded adhesion condition is detected, the method will comprise: a) the step of applying, by the braking means of the train, a degraded braking force F d lower than said non-degraded braking force F nd and coinciding with the maximum braking force applicable in such degraded adhesion condition, by sliding control means; b) the step of activating recovery means arranged to positively influence the deceleration of the train. These recovery means allow the train to reach the target deceleration value D obb within a second time t2. The second time t2 is greater than the first time t1. The target deceleration value D obb in this case, would allow the train to reach a zero traveling speed in a degraded stopping distance Dis deg . This degraded stopping distance Dis deg would be greater than the target stopping distance Dis obb . c) the step of determining a compensation deceleration value D comp as a function of the degraded stopping distance Dis deg due to the difference between the degraded braking force F d and the non-degraded braking force F nd . The compensation deceleration value D comp is arranged to allow the train to reach a zero traveling speed by the train within the target stopping distance Dis obb , and not within the degraded stopping distance Dis deg . d) the step of applying, by means of at least one braking means and / or the recovery means arranged to positively influence the deceleration of the train, a compensation braking force. This compensation braking force is greater than the non-degraded braking force and is calculated as a function of the compensation deceleration value D comp . This will allow the train to reach the compensation deceleration value D comp and to reach a zero traveling speed within the target stopping distance Dis obb .
[0038] The train braking means may comprise an electromechanical brake and / or an electro-pneumatic brake and / or an electrodynamic brake and / or a pneumatic brake and / or a hydraulic brake.
[0039] The aforementioned recovery means may be adhesion recovery means, such as, inter alia, at least a sandbox or a magnetic shoe. Otherwise, the recovery means may be braking means not dependent on the adhesion, such as, among others, at least one magnetic track brake or an eddy current brake.
[0040] It is clear that the adhesion recovery means may be used to increase adhesion between the wheel and the rail so as to allow the application of a braking force greater than the maximum applicable braking force during the condition of degraded adhesion, whereas braking means not dependent on the adhesion may be used to increase the deceleration of the train without increasing the braking force applied by the rail vehicle's braking means dependent on the adhesion, until the rail vehicle has left the condition of degraded adhesion so as to return again to a condition of non-degraded adhesion.
[0041] The rail vehicle in degraded adhesion condition will only be able to reach the target deceleration value D obb within a second time t2, greater than the first time t1, which, disadvantageously, would allow the train to reach a zero traveling speed by the train only within a degraded stopping distance Dis deg greater than the target stopping distance Dis obb .
[0042] Therefore, since after the intervention of the recovery means, or after the railway vehicle has left the condition of degraded adhesion, for example when switching from a dirty section of track to a clean section of track, when the railway vehicle is again in a condition of non-degraded adhesion, it will be possible to apply a compensation braking force greater than the non-degraded braking force. The compensation braking force is calculated as a function of the compensation deceleration value D comp , so that the train may reach the compensation deceleration value D comp and reach a zero traveling speed within the target stopping distance. The compensation braking force may be applied by means of at least one braking means and / or the recovery means arranged to positively influence the deceleration of the train.
[0043] In other words, the compensation braking force must be greater than the non-degraded braking force so as to compensate for the braking force not applied during the degraded adhesion condition. The non-degraded braking force is not sufficient to compensate for the braking force not applied during the degraded adhesion condition.
[0044] The aforesaid degraded stopping distance Dis deg may be calculated, at certain instants of time, using the following formula: Dis deg t = ∫ 0 t ∫ 0 t Dec t dt − ∫ 0 t Dis obb dt dt where Dis deg (t) is the degraded stopping distance Dis deg measured at the time t, Dec(t) is an instantaneous deceleration value measured at the time t and Dis obb is the target deceleration value.
[0045] In Figure 7 one may observe an exemplifying trend of a non-degraded braking force F nd and a degraded braking force F d . Point 100 indicates the moment wherein the sliding control means cause a degraded braking force Fd to be applied, which is lower than said non-degraded braking force Fnd. The part shown by the inclined lines indicates the braking force that would have been applied in the case of non-degraded adhesion, but which was not applied due to the degraded adhesion condition. It would be that non-applied braking force that would determine an additional stopping distance. F comp indicates the braking force that is applied as a result of the degraded braking force Fd in order for the train to reach the compensation deceleration value D comp .
[0046] Taking a practical example, an "additional distance" is the difference between the distance traveled by the vehicle decelerating with real deceleration Dec r and the distance that the vehicle would have traveled decelerating with the target deceleration Dec obb .
[0047] Acceleration is defined as the temporal derivative of the velocity vector. Considering a rectilinear motion, it is possible to identify a speed vector with the absolute value of the rail vehicle's traveling speed.
[0048] In turn, the speed is the time derivative of the distance traveled by the vehicle along the rail. a = dv dt = d 2 s dt 2
[0049] Integrating twice in relation to time gives the general equation of the motion.
[0050] The distance traveled along the rail (unidirectional case) is the double integral of the acceleration with respect to time. s = ∫ ∫ 0 t a t dt dt
[0051] In a dry rail scenario, the wheel-rail grip allows the rail vehicle to brake with target deceleration during the entire braking period. This situation may be traced back to the case of uniformly accelerated motion, wherein the acceleration of the vehicle does not depend on time. Dec r t = Dec obb
[0052] Therefore, the distance traveled at time t in dry rail conditions may be expressed as s 1 = ∫ ∫ 0 t Dec obb dt dt
[0053] In this scenario, the train speed will have a trend like the curve 10 in Figure 6.
[0054] On the other hand, considering a degraded adhesion scenario, the vehicle is not allowed to decelerate with constant deceleration during the entire braking period. The deceleration profile may be, for example, that of figure 3 or different, but in any case, the acceleration of the vehicle is a function of the time.
[0055] Therefore the distance traveled at the time t in degraded adhesion conditions may be expressed as s 2 = ∫ ∫ 0 t Dec r t dt dt
[0056] The additional distance at the instant t is the difference between the distance traveled in the case of degraded adhesion and the distance traveled in the case of non-degraded adhesion. Δs t = s 2 − s 1 = ∫ 0 t ∫ 0 t Dec r t dt − ∫ 0 t Dec obb dt dt
[0057] As mentioned above, the method according to the present invention aims to stop the travel of the vehicle within the target stopping distance even in conditions of degraded adhesion. The method will therefore have to act in order to minimize the additional distance: Δs t → 0
[0058] Considering a generic braking control system installed for example on an electronic control unit, it will work in a discrete time system with a sampling time Δt, being Δt the execution period of the control loop.
[0059] In this context, the time elapsed at the instant t will be given by the number of executions of the control loop multiplied by the time elapsed between one execution of the control loop and the next. t = n Δt
[0060] Where n is the number of control loop executions up to a certain instant t.
[0061] In this discrete context, the temporal integrals become sums of the incremental deviations and the additional distance traveled by the vehicle at the time t becomes: Δs n = s 2 − s 1 = ∑ 0 n ∑ 0 n Dec n − Dec obb ∗ n
[0062] Where Dec n is the deceleration of the vehicle at the n-th execution of the control loop.
[0063] A discrete method, based on this methodology, will control the braking (and the relative support devices) to minimize the additional distance: Δs n → 0
[0064] If the additional distance is not minimized, the train speed will follow a trend like the curve 12 in Figure 6.
[0065] On the other hand, by minimizing and modulating at each execution (n) of the control loop, the target deceleration Dec obb in order to maintain the following equality: ∑ 0 n ∑ 0 n Dec n − Dec obb ∗ n = 0
[0066] Taking as an example of application of the method object of the present invention, considering a contaminated rail scenario with degraded wheel-rail adhesion, in the first instance the degraded braking force will be applied, but due to the presence of a degraded adhesion condition, the sliding control means will intervene, which will not allow the application of all the non-degraded braking force F nd , but will only allow the application of a degraded braking force F d . In this case, it is therefore not possible to reach the target deceleration, for example set at 1 m / s 2< .
[0067] By applying the control methodology that is the object of the invention, one obtains, for example, a deceleration profile as illustrated in Figure 5 and the speed of the train will have a trend as indicated in Figure 6 at number 14.
[0068] The method according to the present invention, in order to minimize the degraded stopping distance Dis deg which comprises the target stopping distance Dis obb plus an additional stopping distance, sets a compensation deceleration value D comp which is higher than the target deceleration value D obb for a certain braking step.
[0069] With this deceleration profile, the train stops its travel at 990 m, i.e. within the target stopping distance Dis obb and not within the degraded stopping distance Dis deg .
[0070] For example, the target stopping distance Dis obb may be calculated as a function of an initial traveling speed of the train, of an average deceleration value obtained through the average of the deceleration values obtained from the instant in which the non-degraded braking force F nd is applied, up to the moment wherein the train reaches a zero traveling speed, and a target braking time obtained through the ratio between the initial traveling speed of the train and said average deceleration value. This target stopping distance Dis obb may be calculated using the following formula: Dis obb = Initial speed ∗ target braking time − 1 2 Average deceleration ∗ target braking time 2
[0071] In one embodiment of the method for managing braking in a degraded adhesion condition, the compensation braking force may be less than a maximum braking limit. In other words, One may avoid the method applying too high a braking value which would lead to an excessively abrupt braking and which could jeopardize the safety and comfort of passengers on board the train. In addition, this limit may allow the reduction of the applicable braking force such that such applied braking force may not exceed the safety standards dictated by the appropriate regulations, e.g. LOC & PAS TSI.
[0072] In a further embodiment, the method for managing braking in a degraded adhesion condition may further comprise the step of providing a signal to the train driver or to a dedicated control infrastructure when the compensation braking force exceeds the non-degraded force value F nd . In this way, it will be possible to warn the train driver or the appropriate infrastructure that the method has encountered a condition such as to have required the activation thereof to compensate for the degraded adhesion condition.
[0073] The advantage of the present invention is therefore to be able to stop the travel of a train within a target stopping distance, even in degraded adhesion conditions, minimizing an additional stopping distance that is usually generated because of the degraded adhesion condition.
[0074] Various aspects and embodiments of a method for managing braking in a degraded adhesion condition for a train including at least one rail vehicle according to the invention have been described. It is understood that each embodiment may be combined with any other embodiment. The invention, moreover, is not limited to the described embodiments, but may vary within the scope defined by the accompanying claims.
Claims
1. A method for managing braking in a degraded adhesion condition for a train including at least one railway vehicle, comprising the following steps: - setting a target deceleration value (Dobb) to be reached by the train; this target deceleration value (Dobb) allowing the train to reach a zero traveling speed within a target stopping distance (Disobb); - applying a non-degraded braking force (Fnd), via at least one braking means of the train, the value of which is calculated to obtain the target deceleration value (Dobb); - checking the presence of a degraded adhesion condition between the railway vehicle and the rail; wherein the method further comprises: - when a degraded adhesion condition is not detected, maintaining the application of the non-degraded braking force (Fnd), which will allow the train to reach the target deceleration value (Dobb) within a first time (t1) and allow the train to achieve accordingly a zero traveling speed within the target stopping distance (Disobb); - when a degraded adhesion condition is detected, executing the following steps: - by means of sliding control means, causing the aforesaid braking means to apply a degraded braking force (Fd) lower than said non-degraded braking force (Fnd) and coinciding with the maximum braking force applicable in such degraded adhesion condition; - activating recovery means arranged to positively influence the train deceleration, until the at least one railway vehicle has left the degraded adhesion condition to return again to a non-degraded adhesion condition; such recovery means being adhesion recovery means or braking means not dependent on adhesion and allowing the train to reach the target deceleration value (Dobb) within a second time (t2), greater than the first time (t1), which would allow the train to reach a zero traveling speed within a degraded stopping distance (Disdeg) greater than said target stopping distance (Disobb); - determining a compensation deceleration value (Dcomp) as a function of the degraded stopping distance (Disdeg) due to the difference between the degraded braking force (Fd) and the non-degraded braking force (Fnd); the compensation deceleration value (Dcomp) being arranged to allow the train to reach a zero traveling speed within the target stopping distance (Disobb); - applying by means of the at least one braking means and / or the recovery means arranged to positively influence the deceleration of the train, a compensation braking force, greater than the non-degraded braking force and calculated as a function of the compensation deceleration value (Dcomp), so as to allow the train to reach the compensation deceleration value (Dcomp) and to reach a zero traveling speed within the target stopping distance (Disobb).
2. A method for managing braking in a degraded adhesion condition for a train according to claim 1, wherein the target stopping distance (Disobb) is calculated as a function of an initial traveling speed of the train, of an average deceleration value obtained through the average of the deceleration values obtained from the instant in which the non-degraded braking force (Fnd) is applied, up to the moment wherein the train reaches a zero traveling speed, and a target braking time obtained through the ratio between the initial traveling speed of the train and said average deceleration value.
3. A method for managing braking in a degraded adhesion condition for a train according to claim 2, wherein the target stopping distance (Disobb) is calculated by the following formula: Dis obb = Initial speed ∗ target braking time − 1 2 Average deceleration ∗ target braking time 2 4. A method for managing braking in a degraded adhesion condition for a train according to any of the preceding claims, wherein the compensation braking force is lower than a maximum braking limit.
5. A method for managing braking in a degraded adhesion condition for a train according to any of the preceding claims, further comprising the step of: - providing a signal to the train driver or to a specific control infrastructure when the compensation braking force exceeds the value of non-degraded force (Fnd).
6. A method for managing braking in a degraded adhesion condition for a train according to any of the preceding claims, wherein the degraded stopping distance (Disdeg) is calculated at certain instants of time by the following formula: Dis deg t = ∫ 0 t ∫ 0 t Dec t dt − ∫ 0 t Dis obb dt dt where Disdeg (t) is the degraded stopping distance (Disdeg) measured at the time t, Dec(t) is an instantaneous deceleration value measured at the time t and Disobb is the target deceleration value (Disobb).
7. A method for managing braking in a degraded adhesion condition for a train according to any of the preceding claims, wherein the adhesion recovery means comprise at least one sandbox or one magnetic shoe.
8. A method for managing braking in a degraded adhesion condition for a train according to any of the preceding claims, wherein the braking means not dependent on the adhesion comprise at least one magnetic track brake or eddy current brake.
9. A method for managing braking in a degraded adhesion condition for a train according to any of the preceding claims, wherein said train braking means comprise an electromechanical brake and / or an electro-pneumatic brake and / or an electrodynamic brake and / or a pneumatic brake and / or a hydraulic brake.