Rail Brake Actuator Control to Resist Electromagnetic Interference
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Solution Overview
Problem
Pneumatically regulated brakes in rail vehicles are inefficient and prone to malfunctions due to slow regulation and electromagnetic interference, which can compromise safety, especially during emergency braking.
Innovation Solution
A brake system with a processing unit in the brake actuator that produces electric brake-force signals based on acceleration, speed, and force signals, using accelerometers, load-cell sensors, and ultrasonic sensors to ensure robust and adaptive braking, reducing the risk of electromagnetic interference and enhancing braking efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If pneumatic regulation is used for brake control, then the system is simple to implement, but the regulation is slow and imprecise
Solution Approach 1:
The patent replaces the pneumatic regulation system with an electric motor-driven brake actuator. The brake unit includes an electric motor that directly drives the brake pressing member, eliminating the need for pneumatic components. This substitution enables precise and rapid regulation of brake force through electrical control signals, while maintaining ease of implementation through standardized electric motor components.
2Ease of manufacture
If pneumatic regulation is used for brake control, then the system is simple to implement, but the regulation is imprecise
Solution Approach 1:
The patent replaces pneumatic regulation with electric motor control, where the motor's rotational position and speed can be precisely controlled through electrical signals. The brake actuator converts rotational motion to linear pressing force with high precision, enabling accurate regulation of brake force magnitude.
Solution Approach 2:
The patent incorporates feedback mechanisms including sensors that detect the brake pressing member's position and the brake force applied. This feedback is fed back to the control unit, which adjusts the electric motor's operation to achieve the desired brake force with high precision, ensuring accurate regulation.
3Ease of repair
If CAN bus is used for brake control communication, then wiring is simplified and maintainability is improved, but the signal path becomes sensitive to electromagnetic interference
Solution Approach 1:
The patent extracts the brake control function from the central control unit and places a processing unit directly within the brake actuator. This local processing unit receives brake commands via CAN bus and executes them locally, reducing the length of signal paths and minimizing exposure to electromagnetic interference while maintaining the wiring simplification benefits of CAN bus architecture.
Solution Approach 2:
The patent introduces an intermediary processing unit within the brake actuator that acts as a local controller. This intermediary receives commands from the central control unit via CAN bus and generates control signals for the electric motor locally, shielding the critical control signals from electromagnetic interference while maintaining system-wide communication benefits.
4Device complexity
If the same brake units are used for different braking functionalities, then the system is simplified, but the regulation is slow and imprecise
Solution Approach 1:
The patent designs a universal brake unit that can perform multiple braking functions (service braking, emergency braking, parking braking) through a single electric motor-driven actuator. The processing unit within the actuator receives different types of brake commands and adjusts the motor operation accordingly, enabling one brake unit to fulfill multiple functions with fast and precise regulation for each function type.
Data Source
Figure 1~2
Figure 3~4
AI summary
A rail vehicle (100) has a brake system with a brake unit (200) configured to receive a brake command (cmdB) and in response thereto execute a brake action. The brake unit (200) contains a rotatable member (110) and first and second pressing members (211). The rotatable member (110) is mechanically linked to at least one wheel (105) of the rail vehicle (100). The first and second pressing members (211) are configured to move relative to the rotatable member (110) to execute the brake action. The brake unit (200) also contains a brake actuator (120) configured to produce an electric brake-force signal (BF) in response to the brake command (cmdB), a gear assembly arranged to operate mechanically on the first and second pressing members (211) and an electric motor (230) configured to act on the gear assembly (220) in response to the electric brake-force signal (BF). The brake actuator (120), in turn, includes a processing unit (125) that is configured to produce the electric brake-force signal (BF) based on the brake command (cmdB). Thus, the electric brake-force signal (BF) is efficiently protected from interfering electromagnetic radiation.