Rail Vehicle Brake Actuator Deceleration Force Control
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Solution Overview
Problem
Current friction brake systems in rail vehicles face challenges in achieving consistent braking performance due to variable coefficient of friction, leading to high development costs, frequent adjustments, and limited flexibility in brake pad or block changes, resulting in increased testing efforts and potential safety issues.
Innovation Solution
A deceleration force-controlled friction brake system with an actuator that adjusts braking torque independently of the friction coefficient, using a setpoint acquisition unit, setpoint control device, and monitoring unit to regulate deceleration force, ensuring consistent braking performance across different conditions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional friction brake systems are used with pressure control, then the brake setting can be adjusted, but the braking performance varies due to variable coefficient of friction, leading to high development costs and frequent adjustments
Solution Approach 1:
The patent changes the controlled parameter from brake pressure to deceleration force. The actuator directly controls the deceleration force applied to the vehicle, making the braking performance independent of the friction coefficient between brake pads and disc. This parameter change resolves the contradiction by ensuring consistent braking performance without requiring complex friction compensation mechanisms.
Solution Approach 2:
The patent implements a feedback control system where sensors measure the actual deceleration force and feed this information back to the actuator. The actuator continuously adjusts the brake pressure based on the difference between the desired and actual deceleration force, ensuring consistent braking performance regardless of friction variations. This feedback mechanism resolves the reliability issue while keeping the device complexity manageable.
2Reliability
If brake pressure is increased to achieve required braking capacity at low speeds, then braking values in higher speed range can be met, but this increases the load on wheelsets and causes anti-skid trips
Solution Approach 1:
The patent implements dynamic control of deceleration force based on real-time vehicle conditions. The actuator adjusts the braking force dynamically according to the current speed, load, and friction conditions, rather than using fixed pressure settings. This dynamic adjustment ensures optimal braking capacity at all speeds without excessive wheelset load, resolving the contradiction between braking reliability and harmful effects.
Solution Approach 2:
The control system automatically adjusts the braking force based on feedback from sensors, eliminating the need for manual brake setting adjustments. The system self-regulates the deceleration force to achieve the required braking capacity while minimizing harmful effects, resolving the contradiction without requiring external intervention or complex mechanical adjustments.
3Reliability
If the type of covering or block material is changed to improve braking performance, then braking capacity may be enhanced, but this requires repeated brake assessment and approval processes
Solution Approach 1:
The patent creates a universal braking system that works effectively with different types of brake pad materials. By controlling deceleration force directly rather than relying on specific friction characteristics, the system achieves consistent performance regardless of the covering material type. This universality eliminates the need for repeated approval processes when changing materials, resolving the contradiction between braking reliability and approval time.
4Reliability
If manual adjustments to brake settings are made during brake assessment, then braking values can be improved, but this increases the effort required for tests and requires repeated tests
Solution Approach 1:
The actuator system performs automatic self-adjustment of brake settings based on real-time feedback from sensors. During brake assessment, the system autonomously optimizes the deceleration force without requiring manual intervention or repeated tests. This self-service capability dramatically improves testing efficiency while maintaining high braking reliability, resolving the contradiction between braking values and testing productivity.
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 solution simplifies brake assessment, reduces costs, and enhances braking safety by maintaining consistent braking distances regardless of friction coefficients, reducing the need for frequent adjustments and lowering the requirements for brake lining development, while allowing for easier approval and maintenance.
Implementation Method 1
with a sensor that the actual value of the decelerating force to be controlled or the decelerating torque to be controlled determined and made available at an input of the setpoint control device
Implementation Method 2
with braking means that convert the actual value of the force into an actual value of the decelerating force to be controlled or the decelerating torque to be controlled
Data Source
AI summary
The invention relates to an actuator (7) for a brake system of a rail vehicle - comprising a set-value detection unit (6) and a set-value control device (5), - wherein the set-value detection unit (6) provides, at an output (A1), a set value (SSoll) or a set value (SGleit) corrected under the influence of a reducing signal (RS) of an anti-skid control device (10) for a decelerating force (Fv) to be controlled or a decelerating torque (Mv) to be controlled and transmits said set value to an input (E1) of the set-value control device (5), and - wherein the set-value control device (5) controls the set value (SSoll; SGleit) transmitted by the set-value detection unit (6) to a first output set value (ASv1), - comprising a fall-back unit (12), which provides a pre-defined second output set value (ASv2), - comprising a set-value/force conversion device (19), - comprising a switch-over device (13), which connects an output (A2.1) of the set-value control device (5) to a input (E2) of the set-value/force conversion device (19) in a first switching position so that the first output set value (ASv1) is present at the input (E2) of the set-value/force conversion device (19), and which connects an output (A2.2) of the fall-back unit (12) to the input (E2) of the set-value/force conversion device (19) in a second switching position so that the second output set value (ASv2) is present at the input (E2) of the set-value/force conversion device (19), - wherein the set-value/force conversion device (19) converts the output set value of the two output set values present at the input (E2) of the set-value/force conversion device into an actual value (Ip) of a force (Fp) for braking the rail vehicle, - comprising braking means (16, 17, 18), which convert the actual value (Ip) of the force (Fp) into an actual value (Iv) of the decelerating force (FV) to be controlled or of the decelerating torque (Mv) to be controlled, - comprising a sensor (14), which determines the actual value (Iv) of the decelerating force (Fv) to be controlled or of the decelerating torque (Mv) to be controlled and provides said actual value at an input (E3) of the set-value control device (5), - wherein the set-value control device (5) sets the first output set value (ASv1) in such a way that the detected actual value (Iv) corresponds to the set value (SSoll;SGleit) transmitted to the set-value control unit (5) by the set-value detection unit (6), and - comprising a monitoring unit (3), which receives a fast braking set value (SB-Soll) or at least one correction factor (fK-Last, fK-H/N, fK-GB) for calculating the fast braking set value (SB-Soll) from a fast braking set-value determination device (8) in the event of a fast braking operation, receives the actual value (Iv) from the sensor (14) and outputs a switch-over signal (US1) to the switch-over device (13) in the event of impermissible deviations of the actual value (Iv) from the fast braking set value (SB-Soll), which switch-over signal causes the switch-over device (13) to switch over from the first switching position thereof to the second switching position thereof.