Rail Electrodynamic Braking With Dual Emergency Control
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Solution Overview
Problem
Existing electrodynamic brake apparatuses in rail vehicles require both electrodynamic and friction brake apparatuses for quick-action braking, leading to increased complexity, weight, and cost, and existing redundancy solutions complicate the system further.
Innovation Solution
Implement a dual control algorithm for the power semiconductor switches in the converter, using a first control algorithm for normal operation and a second, simpler algorithm for quick-action braking, which excludes complex functions like pulse width modulation, ensuring adequate failure protection without redundant control devices.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If both electrodynamic brake apparatuses and friction brake apparatuses are equipped for quick-action braking, then failure protection is improved, but device complexity and weight increase
Solution Approach 1:
The control device is segmented to include a first control unit for normal electrodynamic braking and a second control unit for quick-action braking. These control units can be structurally and/or algorithmically different, with the second control unit having simplified functions exclusively for emergency braking. This segmentation allows each control unit to be optimized for its specific function, reducing overall system complexity while maintaining redundancy for improved failure protection.
Solution Approach 2:
The invention extracts the quick-action braking function into a separate, simplified control unit that handles only emergency braking tasks. By taking out this specific function from the main control system and giving it to a dedicated second control unit with reduced functionality (exclusively for braking, without complex drive functions), the overall system complexity is reduced while still providing the necessary redundancy for failure protection.
2Reliability
If both electrodynamic brake apparatuses and friction brake apparatuses are equipped for quick-action braking, then failure protection is improved, but weight increases
Solution Approach 1:
The control device is segmented to include a first control unit for normal electrodynamic braking and a second control unit for quick-action braking. These control units can be structurally and/or algorithmically different, with the second control unit having simplified functions exclusively for emergency braking. This segmentation allows each control unit to be optimized for its specific function, reducing overall system complexity while maintaining redundancy for improved failure protection.
Solution Approach 2:
The invention extracts the quick-action braking function into a separate, simplified control unit that handles only emergency braking tasks. By taking out this specific function from the main control system and giving it to a dedicated second control unit with reduced functionality (exclusively for braking, without complex drive functions), the overall system complexity is reduced while still providing the necessary redundancy for failure protection.
3Reliability
If a second brake control unit is provided for redundancy, then failure protection is improved, but device complexity increases
Solution Approach 1:
The second control unit is designed with local quality - it has simplified functions exclusively for braking without the complex drive functions of the first control unit. This means the second control unit is algorithmically simpler, focusing only on emergency braking control, while the first control unit handles both drive and braking functions. This differentiation in local quality (functional scope) allows redundancy to be achieved without proportionally increasing 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 approach enhances failure protection during quick-action braking, reduces system complexity and cost, and allows efficient energy recovery, while maintaining effective braking performance.
Implementation Method 1
electrodynamic brake apparatus of a rail vehicle comprising at least one electric drive motor, a converter which is electrically connected thereto and has a plurality of power semiconductor switches
Implementation Method 2
electrical energy that is generated during the braking operation can be fed into the electrical supply network
Data Source
AI summary
A method controls an electrodynamic brake apparatus of a rail vehicle. The electrodynamic brake apparatus contains, as parts of a drive system: an electric drive motor; a converter that is electrically connected to the motor and has a plurality of power semiconductor switches; and a controller that controls the power semiconductor switches. The power semiconductor switches of the converter are controlled according to a first control algorithm of the controller during emergency braking to generate a target braking torque, the first control algorithm including functions both of driving and of braking of the drive system. During the braking process, an actual braking toque generated by the electrodynamic brake apparatus is determined and compared with the target braking torque. On the basis of the comparison, the power semiconductor switches of the converter are controlled by a second control algorithm of the controller, the second control algorithm including exclusively functions of braking.