Distributed Train Deceleration Sensing for Consistent Braking
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Solution Overview
Problem
Existing methods for determining braking-related actual values in train assemblies with multiple cars fail to accurately account for longitudinal deceleration and grade resistance, leading to inconsistent braking forces and extended braking distances, especially on varying slopes.
Innovation Solution
A distributed deceleration measurement system using multiple deceleration sensors along the train assembly calculates the actual longitudinal deceleration as a central value, accounting for local variations and slope influences, and communicates this to a deceleration controller via a data bus for precise braking control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Manufacturing precision
If braking force is controlled based on centralized deceleration measurement, then braking consistency across multiple cars is improved, but the complexity of the measurement and control system increases
Solution Approach 1:
The train assembly is divided into multiple measurement zones with deceleration sensors distributed across different cars. Each sensor measures local deceleration independently, and the control system processes these segmented measurements to determine overall braking status, thereby improving measurement accuracy without requiring a single complex centralized sensor
Solution Approach 2:
A data bus system serves as an intermediary between the distributed deceleration sensors and the control unit. This intermediary efficiently transmits measurement data from multiple sensors to the control unit, simplifying the architecture compared to direct point-to-point connections while maintaining real-time data flow for consistent braking control
2Productivity
If multiple types of brakes are used simultaneously, then braking efficiency across different speed ranges is improved, but the accuracy of measuring actual braking force deteriorates
Solution Approach 1:
The system replaces direct mechanical measurement of braking force with deceleration sensors that measure the kinematic effect (deceleration) of braking. This substitution allows accurate measurement of the actual braking result regardless of which brake type (friction, electrodynamic, magnetic) is active, since all brakes produce deceleration that can be detected by the sensors
Solution Approach 2:
The control unit continuously receives deceleration measurements from distributed sensors and uses this feedback to monitor and adjust the braking process. This closed-loop feedback ensures that the actual deceleration matches the desired profile, compensating for the indirect nature of measuring braking force through its effect on motion
3Device complexity
If braking control does not account for slope variations, then the control system simplicity is maintained, but braking distance and consistency deteriorate on varying terrain
Solution Approach 1:
Different cars along the train assembly are equipped with deceleration sensors that measure local conditions. Since slope effects vary along the length of the train, having sensors distributed at different positions allows the system to capture local deceleration characteristics specific to each zone, improving overall braking consistency on varying terrain
Data Source
AI summary
A method and equipment determine braking-relevant actual values for a train composed of a plurality of wagons, in particular a rail vehicle, for the performance of controlled-retardation braking of the train, in which at least the longitudinal retardation is taken into account as an actual value, from which, using a retardation controller, in accordance with a predefined target value of a desired break retardation, an actuating value compensating for the control deviation is determined for an actuator of the brake, in that the longitudinal retardation is measured by a plurality of retardation sensors positioned along the train in at least two different wagons to determine the respective local longitudinal retardation, the longitudinal retardation based on the entire train then being calculated as an actual value by a central measured value detection unit.