Adaptive Brake Cylinder Pressure Control for Rail Vehicle Anti-Skid Systems
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Solution Overview
Problem
Current anti-skid systems for rail vehicles are complex and costly to set up and adjust, requiring extensive test drives and specialist knowledge, leading to longer braking distances and increased costs.
Innovation Solution
A method to adjust brake cylinder pressure using a braking condition factor, which simplifies the adaptation of brake cylinder pressure control to different vehicle types by measuring axle speed and brake cylinder pressure during stable braking, allowing for easier and more efficient setup and adjustment of anti-skid systems.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If knowledge-based controllers with fixed slip target values are used, then the anti-skid system can be implemented, but the system requires extensive test drives and specialist knowledge for adjustment, increasing complexity and cost
Solution Approach 1:
The system automatically determines the brake condition factor ξ by processing measured values from sensors already present in the vehicle (axle speeds, brake cylinder pressures). This self-determination eliminates the need for external expert adjustment and extensive test drives, as the system configures itself based on its own operational data.
Solution Approach 2:
The controller transmission factor KR,i is dynamically adapted by multiplying it with the ratio of brake condition factors (ξ/ξ'). This parameter transformation allows the system to adjust to different vehicle types and brake conditions without requiring complete reconfiguration, thereby reducing complexity while maintaining reliability.
2Reliability
If individual adjustment of controller parameters is performed for each rail vehicle series, then the system can be optimized for specific vehicles, but the adjustment process becomes time-consuming and expensive
Solution Approach 1:
The system performs self-configuration by automatically calculating the brake condition factor from its own measured operational data. This eliminates the time-consuming manual adjustment process while still achieving vehicle-specific optimization, as each vehicle's unique characteristics are captured through its own measurement data.
Solution Approach 2:
The brake condition factor ξ is determined during normal stable braking operations, allowing the system to pre-configure itself for optimal performance before actual anti-skid operations are needed. This preliminary self-adjustment occurs during routine operations rather than during dedicated test drives.
3Reliability
If conventional anti-skid systems are implemented, then wheel slide protection is achieved, but the setup and adjustment costs increase due to required test drives and specialist knowledge
Solution Approach 1:
The system uses its own existing sensors and measured values to automatically determine the brake condition factor and configure the controller. This self-service approach eliminates the need for external specialists and expensive test drives, making the system easier and more economical to manufacture and deploy.
Solution Approach 2:
The same sensor system used for basic anti-skid protection is also utilized to determine the brake condition factor ξ. This multi-functionality eliminates the need for additional specialized equipment, reducing manufacturing costs while maintaining wheel slide protection reliability.
4Ease of operation
If the brake condition factor is determined from measured values during stable braking, then the controller can be automatically adapted, but additional measurement and calculation requirements arise
Solution Approach 1:
The system uses its own existing measurement infrastructure (axle speed sensors and brake cylinder pressure sensors) to determine the brake condition factor. No additional sensors or measurement devices are required, and the calculation uses standard processing already present in the control system.
Solution Approach 2:
The determination of the brake condition factor ξ is merged with the existing anti-skid control operations. The same measured values (axle speeds ωi and brake cylinder pressures pC,i) used for basic control are also utilized for calculating ξ, combining multiple functions into a unified process that does not increase overall system complexity.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This method reduces the complexity and cost of setting up anti-skid systems, achieving braking distances comparable to conventional systems while adhering to regulatory standards, with improved braking performance and reduced air consumption.
Implementation Method 1
A brake device (10) is provided for a wheel (2) of the rail vehicle (1) having a brake disc (14) which is connected to the wheel (2) and brake pads (16) for acting on the brake disc (14)
Implementation Method 2
one of the relative speed Δ v dependent frictional force that decelerates the vehicle
Data Source
Figure 1
Figure 2
Figure 3~4
AI summary
The invention relates to a method for adapting the brake cylinder pressure (pc,actual; pc1/ pc2/ pc3/ pc4) of a pneumatic brake of a rail vehicle (FZG). According to the invention, during a braking process, the momentary actual slip (sactual) between at least one wheel (2) of the rail vehicle (FZG) and a rail (3) is determined, a desired slip (sdesired) between the at least one wheel (2) and the rail (3) is predetermined, and the brake cylinder pressure (pc,actual; pc1, pc2/ pc3, pc4), which corresponds to the difference of the actual slip (sactual) from the predetermined actual slip (sdesired), is modified such that the difference between the desired and actual slip is approximately zero or is at a minimum. The desired slip can be, selectively, in the micro or macro slip range. A braking state factor is determined in the event of a stable braking process, from axle speed measurements and brake cylinder pressures.