Rail Vehicle Braking Control Using Motion Parameters
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Traditional rail vehicle braking systems rely on load information, which is unreliable due to imperfect scales and varying bogie loads, leading to inaccurate braking control and potential wheel slip or lock issues.
Innovation Solution
A braking system with control units, brake actuators, and brake units in each railroad car, using motion parameters like acceleration and rotational speed to generate control signals for adaptive braking, independent of load information, and a communication bus for efficient signal distribution across cars.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If load information is used to control braking operations, then braking force can be adjusted according to weight, but the load information is unreliable due to imperfect scales and varying bogie loads
Solution Approach 1:
The patent replaces the mechanical load-based control system with an electronic control system that uses sensors (accelerometers, gyroscopes, wheel speed sensors) to detect motion parameters. This substitution eliminates dependence on unreliable load information from scales while maintaining accurate braking control through direct measurement of actual vehicle dynamics.
Solution Approach 2:
The patent introduces motion parameters (acceleration, rotational speed, wheel slip) as intermediary measurements that indirectly reflect the actual braking state and vehicle dynamics. These intermediaries provide more reliable control information than direct load measurements, enabling accurate braking force adjustment without depending on imperfect scale data.
2Adaptability or versatility
If pneumatic brakes are used, then braking force can be applied in relation to load, but the regulation is slow due to compressed air system limitations
Solution Approach 1:
The patent replaces the slow pneumatic regulation system with an electronic control system that processes sensor data and adjusts braking force rapidly. The electronic controllers in each railroad car receive motion parameter inputs and generate control signals instantaneously, eliminating the delay inherent in compressed air transmission and enabling fast adaptation to changing braking conditions.
Solution Approach 2:
The patent implements dynamic braking control where the braking force is continuously adjusted based on real-time motion parameters. The system transitions from static load-based preset forces to dynamic force adjustment that responds instantaneously to actual vehicle deceleration, wheel slip conditions, and individual car characteristics, achieving both adaptability and high regulation speed.
3Ease of operation
If traditional load-based braking control is used, then braking force is applied according to gross weight, but wheel slip or lock issues may occur due to inaccurate load data
Solution Approach 1:
The patent implements feedback control where sensors continuously monitor wheel speed, acceleration, and motion parameters, and this information is fed back to the electronic controllers. The controllers adjust braking force in real-time based on actual vehicle response, preventing wheel slip or lock by detecting and correcting adverse conditions before they cause damage, while maintaining simple automated operation.
Solution Approach 2:
The braking system performs self-adjustment based on its own measured performance. Each railroad car's controller uses its own motion parameters and wheel speed data to automatically optimize its braking force, eliminating the need for external load information or manual adjustment. The system serves itself by using its own operational data to prevent harmful effects like wheel slip and lock.
Data Source
Figure 1~2b
Figure 3~5
AI summary
A rail vehicle has at least two railroad cars (111, 112, 11n) and a braking system with control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) at least one of which is arranged in each railroad car. Each control unit receives a brake input signal (B), and in response thereto generates a control signal (c11, c12, c13, c14, c21, c22, c23, c24, cn1, cn2, cn3, cn4). The control signals are generated on the further basis of at least one motion parameter expressing a respective movement of the railroad cars (111, 112, 11n). At least one brake actuator (1311a, 1311b, 1312a, 1312b, 1311a, 1311b, 1312a, 1312b, 13n1a, 13n1b, 13n2a, 13n2b) is arranged in each railroad car. Each brake actuator receives the control signal generated by a control unit in the same railroad car as the brake actuator is located, and based thereon produces a brake-force signal (f11, f12, f13, f14, f21, f22, f23, f24, fn1, fn2, fn3, fn4) to a brake unit (141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3, 14n-4). In response thereto, each brake unit causes a pressing member to apply a braking force to a rotatable member so as to reduce a rotation speed of at least one wheel of a railroad car in the rail vehicle.