Closed-loop control device for railway vehicle braking systems

Abstract

The present invention relates to a closed-loop control device (R) for a braking device (B) of a railway vehicle (S), adapted to closed-loop control of at least one parameter of only this braking device (B), the closed-loop control device (R) comprising at least one sensor device (3) adapted to measure at least one operating parameter of a wheel unit (W) associated with the braking device (B), the at least one operating parameter measured by the at least one sensor device (3) being an operating parameter of the wheel unit (W) associated with the braking device (B), as well as a target value (a Soll ) and receives the operating parameters and target values (a Soll ) to calculate the operation amount (G Stell ) and the manipulated variable (G Stell ) is supplied to the braking device (B). Soll ) may be greater or less than the operating parameters of the wheel unit (W) associated with the braking device (B).

Description

Technical Field

[0001] The present invention is concerned with a deceleration closed-loop control for railway vehicles using a local controller.

[0002] When designing a braking system for railway vehicles, it is desirable to have the best possible reproducibility of the braking process, which allows separating the actual achieved train deceleration from variable operating conditions such as weather influences, and from the tolerance allowances of braking and bogie equipment.

[0003] This allows achieving more stable braking characteristics and a more constant braking distance. It is not the shortening of the braking distance that is the problem, but rather the reproducibility of the braking distance, i.e., maintaining it constantly under the same basic conditions. When any braking is performed in a railway vehicle, the constant conditions in the braking device usually result in an equal deceleration and thus always a constant braking distance is achieved because the same braking force acts on each wheel.

[0004] However, such ideal conditions are not realistic in practice. This is because the resulting braking distance depends on large tolerance allowances due to, for example, the varying friction values of the brake lining - brake disk friction pair, the temperature of the brake disk, the aging of the brake caliper, and other quantities, even if the force coupling conditions are sufficient.

[0005] The deceleration closed-loop control of a train formation consisting of multiple railway vehicles is often performed centrally, and all railway vehicles of the train formation can be closed-loop controlled simultaneously by a central controller. However, problems occur here when the communication path fails, and a situation may arise where local deceleration closed-loop control is not possible (e.g., in a braking unit disconnected due to a communication error).

[0006] Furthermore, long communication times exist between railway vehicles, which can negatively impact closed-loop control. Additionally, communication times may vary between individual braking units, similarly degrading the quality of closed-loop control.

[0007] Prior art, for example, is known in the publication of European Patent Application Publication No. 3681772, which discloses at least one motion control and emergency control system for a railway vehicle. This publication discloses a system that can increase the applied rotational brake torque when the current deceleration value is less than the deceleration target value. In other words, by increasing the braking force, excessively low deceleration can be locally compensated for.

[0008] Furthermore, publication of European Patent Application No. 3056397 discloses a braking control device in which a calculation unit distributes the total braking force required to achieve a specific deceleration to different railway vehicles or braking devices.

[0009] Furthermore, prior art is known in the publication of UK Patent Application Publication No. 2402983, in which measured values, such as wheel speed, are transferred to a data processor, which enables individual closed-loop control of braking pressure at each axle, each bogie, or each railway vehicle. In this case, a central data processor is used, as well as another sub-data processor that can evaluate measured values ​​for a specific axle or bogie.

[0010] In the prior art, the publication U.S. Patent Application Publication No. 2004 / 0046442, which discloses a braking system for railway vehicles, is known, in which each bogie is connected to a pressure pipeline and the braking system can be controlled by at least one local electronic braking control unit. However, in this case, operational data is exchanged between the individual braking control units. A central braking control unit is also connected to the local braking control units via a data bus.

[0011] Therefore, conventional technology often involves a central controller, which has the disadvantage that communication between the central controller and individual braking devices can be interfered with.

[0012] The object of the present invention is to provide a closed-loop control system for railway vehicles that can locally control the braking force in a closed loop, i.e., for each chassis, each railway vehicle, each wheel, or each axle, and yet can achieve high closed-loop control quality.

[0013] This problem is solved by the closed-loop control device described in claim 1, the railway vehicle described in claim 9, and the train coupling described in claim 12.

[0014] Another advantageous embodiment of the present invention is the subject of the dependent claims.

[0015] A closed-loop control device according to the present invention for a braking device of a railway vehicle is configured to control at least one parameter of the braking device in a closed loop. The braking device may be located on a wheel unit, a bogie, or a vehicle. A wheel unit may include individual or multiple wheels that are logically or technically coupled (e.g., two wheels on one axle, a wheel on one bogie). The closed-loop control device has at least one sensor device which is adapted to measure at least one operating parameter of a wheel unit associated with the braking device, or of a bogie or vehicle associated with the braking device. A controller is also provided which is adapted to receive or, depending on an external signal (e.g., during emergency braking), at least one operating parameter of a wheel unit associated with the braking device, as measured by the at least one sensor device, and to identify an operandi for the braking device from the operating parameter and the target value, which is also supplied to the braking device. The target value may be greater than or less than the operating parameter of the wheel unit associated with the braking device—thus allowing for complete closed-loop control. In the braking unit, the manipulated variable may be braking pressure, braking force / (e.g., for electromechanical brakes) brake actuation force, or (e.g., for eddy current brakes) current. However, the manipulated variable may also be a correction coefficient acting on a nominal manipulated variable, such as pressure. The reference value here may be a target deceleration received by the closed-loop control device from an external source (e.g., from a calculation unit that calculates target values ​​for the braking force of each brake), or it may be stored in the closed-loop control device itself and triggered via an external signal (e.g., an emergency braking signal).

[0016] Such local closed control loops can operate autonomously and may also have dynamic characteristics associated only with the corresponding braking device. Furthermore, these local systems access only local sensors, i.e., sensors associated with the wheel units being braked by the braking device.

[0017] Furthermore, omitting the central main controller allows for cost reductions in railway vehicles. Wiring costs are also reduced.

[0018] Regardless of the communication architecture and the resulting error modes (or even in the event of a fault or failure), the braking force of each braking device to achieve the desired deceleration can be influenced by closed-loop control.

[0019] The important thing is that the target pressure braking force can be increased or decreased—that is, not only is compensation provided, but proper closed-loop control is achieved.

[0020] This device enables a closed-loop control loop for the sensor system and actuator system.

[0021] The parameter of the braking system controlled in a closed loop by the closed-loop control device is preferably deceleration. This enables localized deceleration closed-loop control. Therefore, each braking system in a railway vehicle can have the same target deceleration, which is locally controlled in a closed loop.

[0022] At least one sensor device is preferably a deceleration sensor, a wheel speed sensor, and / or a GPS sensor. In this case, such sensors can measure corresponding values ​​that are important for determining the degree of deceleration. Preferably, a calculation unit is further provided that is adapted to determine the actual deceleration from the values ​​of the wheel speed sensor and / or the GPS sensor, in which case the deceleration sensor can be omitted and one or more other sensors can be used to determine the corresponding deceleration.

[0023] The operating quantity is preferably the braking pressure, braking force / brake actuating force, braking torque or current. The braking pressure is used, for example, in pneumatic brakes or hydraulic brakes. The braking force is used, for example, in electromechanical brake actuators. The current can be used, for example, in eddy current brakes.

[0024] At least one sensor device is preferably adapted to measure at least one operating parameter of only the wheel unit associated with the braking device. In this case, the corresponding controller is adapted to receive only at least one operating parameter measured by at least one sensor device, which is an operating parameter of the wheel unit associated with the braking device.

[0025] What this means is that only local sensor data is used by the controller, so a closed control loop is provided that can avoid long communication paths and thus enables faster closed-loop control.

[0026] During closed-loop control, preferably, the deviation of the operating quantity (braking pressure, braking force, braking torque or current) from a defined reference point is considered. In this case, when the braking pressure is closed-loop controlled as the operating quantity, the control deviation of the deceleration not only affects the braking pressure or brake actuating force of the controlled object, but also affects the deviation from the reference pressure or reference force, for example, the "standard pressure" or "reference force" calculated for a specific deceleration requirement. This helps to prevent the operating quantities from separating from each other.

[0027] The closed-loop control device is preferably adapted such that local running resistance is considered during closed-loop control of the operating quantity.

[0028] In particular, when the target deceleration is locally derived from the emergency braking signal, this improves the deceleration characteristics.

[0029] As described above, the railway vehicle according to the present invention has, hereinafter, namely, at least one wheel unit, at least one braking device associated with the at least one wheel unit, and at least one closed-loop control device. The closed-loop control device is associated with each one braking device. The at least one closed-loop control device is preferably associated with only one braking device, that is, not associated with two braking devices in a bogie or the like.

[0030] More preferably, the at least one closed-loop control device may be configured redundantly, - thereby avoiding the situation where the wheel unit is not decelerated by closed-loop control when a local closed-loop control device fails. This is because when the closed-loop control device fails, the redundant closed-loop control device in this case can take over.

[0031] The train connection body according to the present invention includes at least two railway vehicles and, further, a braking force calculation unit adapted to calculate a target deceleration for each braking unit based on a signal from a braking request input device.

[0032] However, here, a problem may occur in that the operation amounts (for example, braking pressures) in a plurality of existing braking units may be separated from each other. In this case, a problem may occur in force coupling. - This is because different braking units may have braking forces that deviate from each other at the control limit, and in some braking units, the predefined force coupling limit may be exceeded depending on the situation.

[0033] However, the braking request can be input by a user, for example, a train driver, using a braking request input device. In this case, each closed-loop control device receives the corresponding, preferably the same, target deceleration to be closed-loop controlled correspondingly. Thereby, it is possible to avoid the situation where the operation amounts are greatly separated from each other.

[0034] Preferred embodiments of the present invention will be described in detail below with reference to the attached drawings. [Brief explanation of the drawing]

[0035] [Figure 1] This diagram shows the arrangement configuration of three local closed-loop control devices associated with the corresponding braking devices. [Figure 2] This diagram schematically shows the closed control loop of the closed-loop control device according to the present invention. [Figure 3] This figure shows a train coupling according to the present invention, which comprises three railway vehicles, i.e., vehicles.

[0036] Figure 1 schematically shows three closed-loop control devices R, R', and R''. Each of these closed-loop control devices consists of controllers 2, 2', and 2'' and sensors 3, 3', and 3'' which are associated with the corresponding braking devices B, B', and B''.

[0037] Through the communication network 4, controllers 2, 2', and 2'' are connected to the braking amount calculation unit 1, which in turn is connected to the braking request input device A. The braking request input device A allows, for example, a train driver to input the desired deceleration of the entire train or train coupling. In response, the braking amount calculation unit 1 calculates the distribution of braking force to the individual braking units B, B', and B'', and this distribution is transmitted to the corresponding controllers 2, 2', and 2''. The communication network 4 is unidirectional, indicated by arrows, meaning that only target values ​​are pre-set in the individual controllers 2, 2', and 2'' by the braking amount calculation unit 1 - the quantities are not returned to the braking amount calculation unit 1 by the controllers, and these quantities are not used for centralized monitoring of controllers 2, 2', and 2''. However, in the event of emergency braking, the target values ​​can also be locally formed by controllers 2, 2', and 2'' - in this case, the corresponding controller receives only the emergency braking signal from the braking amount calculation unit 1.

[0038] Each of the closed-loop control devices R, R', and R'' operates purely locally and, in this embodiment, affects the braking devices B, B', or B''. It is also possible to affect the trolley's braking devices, i.e., the two braking devices, but it is generally preferable for each braking device to be individually controlled in a closed loop.

[0039] Figure 2 schematically shows a closed control loop according to the present invention. Controller 2 controls the target deceleration a Soll and actual deceleration a Ist This is set. From here, the control variable G Stell In this case, the braking force to be transferred to the corresponding braking unit B is calculated. From here, feedback is performed, so that the corresponding deceleration value a is calculated by the sensor device 3 at the corresponding wheel. Ist This is because the deceleration is measured, and if sensor 3 is, for example, an acceleration sensor, a wheel rotation speed sensor, or a GPS sensor, a calculation unit 5 is also provided, and the corresponding deceleration is calculated from there by the calculation unit 5. Here, feedback of the actual deceleration is given, and this actual deceleration itself is supplied to the controller 2.

[0040] Therefore, a closed control loop is provided, which prevents the actual deceleration value a from being too large or too small. Ist It is possible to respond accordingly, that is, to match the target deceleration with the actual deceleration, the manipulated variable can be controlled in a closed loop upward or downward.

[0041] Figure 3 shows a train coupling Z according to the present invention, consisting of three railway vehicles S, S', and S''. The braking amount calculation device 1 is connected to the braking request input device A. The braking amount calculation unit 1 is connected to local controllers 2, 2', 2'', and 2'''', and controllers 2, 2', 2'', and 2'''' are associated with braking devices B, B', B'', and B'''', respectively, and these braking devices themselves are associated with wheel units W, W', W', and W''''. Local sensors 3, 3', 3'', 3'''' are provided for each, and controllers 2, 2', 2'', and 2'''' take in only the local sensor values ​​of their respective sensors 3, 3', 3'', 3''''. Only the braking amount of the braking amount calculation unit 1 is set for each controller 2, 2', 2'', and 2'''' via the communication network 4, and no communication is performed in the opposite direction.

[0042] The present invention is not limited to the embodiments described above.

[0043] For example, a composite sensor may be provided that measures the actual deceleration amount from different measurement values. [Explanation of Symbols]

[0044] 1. Braking Amount Calculation Unit 2,2',2'',2''' Controller 3,3',3'',3''' Sensor device 4. Communication Network 5 Computing Units R Closed-Loop Control Device S, S', S'' Railway vehicles B,B',B'' Braking device Z train connection W,W',W'',W''' Wheel unit G Stell Operation amount a Ist Actual deceleration a Soll Target deceleration RF reference point

Claims

1. A closed-loop control device (R) for a braking device (B) of a railway vehicle (S), wherein the closed-loop control device (R) is adapted to control in a closed loop at least one parameter of the braking device (B) alone, At least one sensor device (3) adapted to measure at least one operating parameter of a wheel unit (W, W', W'', W'''') associated with the braking device (B), At least one operating parameter measured by at least one of the sensor devices (3), the operating parameter of the wheel unit (W, W', W'', W'''') associated with the braking device (B), and the target value (a Ｓｏｌｌ ) is received or determined depending on an external signal, and the operating parameter and the target value (a Ｓｏｌｌ ) From the above braking device (B), the amount of operation (G Ｓｔｅｌｌ ) is identified, and the manipulated amount (G Ｓｔｅｌｌ ) comprises a controller (2) adapted to supply the braking device (B), The aforementioned target value (a Ｓｏｌｌ ) may be greater than or less than the operating parameter of the wheel unit (W, W', W'', W'''') associated with the braking device (B), A closed-loop control device (R) that takes into account the deviation of the manipulated variable (G Stell) from a reference point (RF) during the closed-loop control described above.

2. The closed-loop control device (R) according to claim 1, wherein the parameter of the braking device (B) controlled in a closed loop by the closed-loop control device (R) is deceleration.

3. The closed-loop control device (R) according to claim 1, wherein at least one of the sensor devices (3) is a deceleration sensor, a wheel rotation speed sensor, or a GPS sensor.

4. Furthermore, the actual deceleration (a) is calculated from the values ​​of the wheel rotation speed sensor and / or GPS sensor. Ｉｓｔ A closed-loop control device (R) according to claim 3, comprising a computing unit (5) adapted to identify ).

5. The manipulated amount (G Ｓｔｅｌｌ The closed-loop control device (R) according to claim 1, wherein ) is braking pressure, brake operating force, or current.

6. The closed-loop control device (R) according to claim 1, wherein at least one of the sensor devices (3) is adapted to measure at least one operating parameter of only the wheel unit (W, W', W'', W'''') associated with the braking device (B), and the controller (2) is adapted to receive at least one of the operating parameters measured by at least one of the sensor devices (3) of only the operating parameter of the wheel unit (W, W', W'', W'''') associated with the braking device (B).

7. A railway vehicle (S), At least one wheel unit (W, W', W'', W'''') and At least one braking device (B) associated with at least one of the wheel units (W, W', W'', W''''), A railway vehicle (S) having at least one closed-loop control device (R) according to any one of claims 1 to 6, each associated with a single braking device (B).

8. The railway vehicle (S) according to claim 7, wherein at least one of the closed-loop control devices (R) is associated with only one braking device (B).

9. The railway vehicle (S) according to claim 7, wherein at least one of the closed-loop control devices (R) is provided redundantly.

10. A train coupling (Z), At least two railway vehicles (S) according to claim 7, and a braking force calculation unit (1) adapted to calculate a target deceleration (a Ｓｏｌｌ , a Ｓｏｌｌ’ , a Ｓｏｌｌ’’ ) for each braking unit (B, B', B'') based on a signal from a braking request input device (A), Each closed-loop control device (R, R', R'') controls the corresponding target deceleration (a Ｓｏｌｌ , a Ｓｏｌｌ’ , a Ｓｏｌｌ’’ A train coupling (Z) that can receive )

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