• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The rail vehicle (10) adapted to run on rails (14) comprises: - wheels (26) in contact on the rail (14); - Internal braking means (30) of the railway vehicle (10); and a mechanical compensation brake (32) comprising a movable part (60) able to come into contact with the rail (14) in order to apply a braking force. The compensation brake (32) comprises means (78) for regulating the braking force applied to the rail (14) as a function of the effective deceleration (γmes) of the rail vehicle (10), the regulation means (78) ) being capable of applying to the compensation brake (32) intermediate braking forces between the extreme braking forces of the compensation brake (32).
    公开号:FR3038283A1
    申请号:FR1556331
    申请日:2015-07-03
    公开日:2017-01-06
    发明作者:Jean-Paul Caron；Khoury Jacques El；Renee Boubour；Damien Uhrich
    申请人:Metrolab SAS；
    IPC主号:
    专利说明:

    Railway vehicle with adjustable compensation brakes, associated braking process
    The present invention relates to a rail vehicle capable of running on rails comprising: - wheels in contact on the rail; - Internal braking means of the railway vehicle; and a mechanical compensation brake comprising a movable part capable of coming into contact with the rail in order to apply a braking force.
    In known manner, the braking system in the metro area has two distinct braking modes, which are based on three different technical devices.
    The two known braking modes are service braking, namely the braking mode in a normal situation requiring a deceleration which is carried out gradually (for example: arrival at the station, curvature of the track, deceleration of the preceding train) and the emergency braking which is carried out in cases not foreseen over short distances.
    The service braking mode is controlled by the traction / dynamic braking unit.
    The emergency braking mode is activated by a train line. If there is no potential on this line, the motor vehicles inhibit their traction / dynamic braking (electrical) equipment as soon as possible and apply emergency braking.
    The known braking devices are the electrodynamic brake and the mechanical friction brake for the internal braking devices, and the compensation brake constitutes an external braking device.
    In service braking mode, the electrodynamic brake uses the electric propulsion motor of the vehicle, acting as a generator when it is driven by the wheels and dissipating the electrical energy produced at the output of the motor, for example in a resistive load.
    The additional presence, in service braking mode, of the mechanical friction brake, mounted directly on the wheels, makes it possible both to overcome a possible failure of the electrodynamic brake by replacing it and to complete the electrodynamic brake when the latter does not ensure sufficient braking alone. The adhesion between the wheels and the rails can be reduced, for example because of rain or the presence of sheets on the rails, and also by the use of the mechanical friction brake itself. Thus, the braking of the mechanical friction brake is no longer ensured correctly. In addition, a failure of the mechanical friction brake may occur. In the aforementioned cases, the braking of the railway vehicle is not sufficient and the safety must be ensured by an increase in the safety distances between the trains or low-speed train control programs.
    Thus, it is common to add on rail vehicles, in addition to the electrodynamic brake and mechanical friction brake, an additional safety brake independent of the wheel rail contact, called compensation brake. The compensation brake is activated only in the emergency braking mode and only in case of insufficient braking, or in case of malfunction of the mechanical friction brake.
    The compensation brake allows, in known manner, a mechanical action directly on the rails under electromagnetic control. The compensation brake is formed of magnetic pads, which ensure a high braking value of the railway vehicle.
    It is also known that the compensation brake is suitable, in case of friction on the rails, to "clean" the rails, and thus increase the coefficient of adhesion between the rails and the wheels, in the case where the rails are wet, for example.
    The current magnetic pads forming the compensation brakes are used exclusively in emergency braking mode, that is to say in extreme situations and are then used to the maximum of their braking capacity. This is why the magnetic pads providing the function of compensation brakes are controlled in all or nothing. Thus, the variation of the deceleration between the moment before the start of operation of the magnetic pads and the moment of their putting into operation, can be important. This variation in deceleration, also known as the Jerk effect, causes an uncomfortable feeling for passengers.
    The braking of known compensation brakes is also often more important than what is necessary to ensure good passenger safety. Their operation in "all or nothing" mode causes sudden braking, which must be taken into account in determining the safety distance between the trains that follow. This increase in the safety distance between two consecutive rail vehicles limits the capacity of rail traffic on the same line. The invention thus aims to reduce the safety distance between two successive vehicles on the same track, and to provide a vehicle that allows to ensure greater traffic while remaining safe. For this purpose, the subject of the invention is a railway vehicle of the aforementioned type, characterized in that it comprises a compensation brake comprising means for regulating the braking force applied to the rail as a function of the effective deceleration of the rail vehicle, the control means being adapted to apply to the compensation brake intermediate braking forces between the extreme braking forces of the compensation brake. The use of a compensation brake whose effort is adjustable reduces the safety distances.
    The on-board compensation brake makes it possible to safely provide additional deceleration as much as necessary for the effective deceleration of the train, that is to say the intensity of which can be modulated, by a solution independent of the wheel-rail contact.
    This principle makes it possible to increase the braking capacities over the entire line and to compensate for the braking decreases associated with loss of grip or possible braking failures on the rolling stock.
    The compensation brake proceeds by real-time acquisition of the effective deceleration of the train and by the calculation of the additional compensation force to be applied just necessary, and finally by the application of braking in a flexible manner thanks to the magnetic friction pads installed on board.
    This modulable compensation brake is mainly intended for use in emergency braking mode, but could also be used in service braking mode.
    According to the embodiments, the railway vehicle according to the invention comprises one or more of the following characteristics, taken in isolation or in any technically possible combination: said railway vehicle comprises: means for providing a reference deceleration value depending on the position of the railway vehicle on the line; means for measuring the effective deceleration of the railway vehicle; and the control means are adapted to calculate the braking force to be applied to the rail by the compensation brake, as a function of the difference between the reference deceleration value and the effective deceleration value; - The control means are adapted to continuously vary the braking force applied to the rail by the compensation brake, depending on the actual deceleration value; - the compensation brake comprises several electromagnets, or several permanent magnets, whose position can be remotely controlled, controlled independently to ensure the braking force; the internal braking means of the vehicle comprise: an electrodynamic brake comprising a motor drive motor capable of operating as a generator while being driven by the wheels; and a mechanical friction brake capable of providing mechanical braking on the wheels of the vehicle, and means for activating the mechanical friction brake in the event of insufficient braking or failure of the electrodynamic brake; in a service braking mode, said railway vehicle comprises successive activation means: the electrodynamic brake, then the mechanical friction brake, then the compensation brake under the control of the regulation means, up to the achieving a desired reference deceleration. in an emergency braking mode, said railway vehicle comprises means of successive activation: of the mechanical friction brake, then of the compensation brake under the control of the regulation means, until the achievement of a desired reference deceleration. The subject of the invention is also a method of braking a rail vehicle traveling on rails comprising the following steps: measuring an effective deceleration of the railway vehicle by measuring means; - control of internal braking means of the railway vehicle; - application of a regulated braking force from a compensation brake having a movable portion clean to come into contact with the rail to apply the braking force, the regulation of the braking force applied by the compensation brake imposing the brake for compensating intermediate braking forces comprised between extreme braking forces of the compensation brake as a function of an effective deceleration of the railway vehicle. The invention will be better understood on reading the description which follows, given solely by way of example, and with reference to the appended drawings, in which: FIG. 1 is a schematic side view of a vehicle railway according to the invention, comprising two driving cars and several trailers; - Figure 2 is a schematic side view of a driving car of a railway vehicle according to the invention; FIGS. 3 and 4 are flow charts of the method implemented by the braking control means respectively during the service braking mode and the emergency braking mode; and - Figure 5 is a diagram of the compensation brake regulator.
    FIG. 1 shows a rail vehicle 10 traveling in a first direction S along a railway line 12 comprising rails 14.
    The railway vehicle 10 is for example a commuter train, a regional train or even a subway train.
    The rail vehicle 10 is electrically powered by a general power supply. The general power supply is for example a power line 16 located above the railway vehicle 10. The power line is connected to the railway vehicle 10 by a pantograph 18.
    The railway vehicle 10 comprises a first driving car 20, a second driving car 22, and several intermediate cars or trailers 24 between the first driving car 20 and the second driving car 22.
    The first driving car 20 and the second driving car 22 are able to ensure the traction and braking of the railway vehicle 10 when the railway vehicle 10 is in circulation on the line 12.
    In the following, the term "motor car" denotes indifferently the first driving car 20 or the second driving car 22, the first driving car 20 and the second driving car 22 having identical structure and function.
    With reference to FIG. 2, each driving car 20, 22 comprises, for example, two bogies 25 resting on axles provided with wheels 26 mounted on either side of the axle, the wheels 26 being in contact with the rails 14.
    The driving car 20, 22 comprises internal braking means 30, a compensation brake 32, visible in FIGS. 1 and 2, and means 34 for controlling all of these braking means.
    The internal braking means 30 advantageously comprise an electrodynamic brake 50 and a mechanical friction brake 52.
    The trailers are devoid of electrodynamic brake 50 but each comprise a mechanical friction brake 52 and a compensation brake 32.
    The electrodynamic brake 50 is a motor brake. It comprises a motor 54 for driving the vehicle, which is connected, on the one hand, electrically to the catenary 16, and, on the other hand, mechanically to the wheels 26. In the case of braking, and as known per se, the motor is capable of producing electric current under the effect of driving the wheels and to restore this current to the catenary 16 or to a load (not shown), and thus to brake the railway vehicle 10. A control unit 55 of the Electrodynamic brake 50 is installed on the motor supply circuit to define the direction of flow of electric current. It is controlled by the braking control means 34.
    The mechanical friction brake 52 comprises friction flanges adapted to be applied directly to the wheels 26 or to discs secured to the wheels, under the control of an actuator 56. The mechanical friction brake 52 is able to be activated during the service braking mode or the emergency braking mode.
    Both so-called service and emergency braking modes are present on the vehicle and managed by the brake control means 34.
    In the service braking mode, the electrodynamic brake 50 is used as a priority.
    In this service braking mode, the mechanical friction brake 52 is able to receive a braking command from the braking control means 34, in the case where the deceleration of the rail vehicle 10 induced by the electrodynamic brake 50 is less than a desired deceleration value.
    In the service braking mode, the mechanical friction brake 52 is biased at high speeds, automatically under the control of the control means 34 to overcome the lack of power of the electro-dynamic brake (motor brake) 50 by the method known per se. said conjugation electro-dynamic brakes and mechanical.
    In the emergency braking mode, the mechanical friction brake 52 is the only one to be activated, excluding the electrodynamic brake 50.
    The compensation brake 32 is a mechanical brake with electromagnetic control able to apply a friction directly on the rails 14, which is why it is considered as an external braking means to the vehicle. The compensation brake 32 is used in emergency braking mode and / or in service braking mode in addition to the mechanical friction brake 52 or the electrodynamic brake 50, respectively.
    The compensation brake 32 comprises a base 58 secured to the bogies 25 of each car of the railway vehicle, and a shoe 60 movable relative to the base under the control of a set of electromagnets 62 mechanically connected in parallel. between the base 58 and the shoe 60.
    The shoe 60 is vertically movable relative to the base between a raised position, in which the shoe 60 is away from the rail 14, and a lowered position, in which the shoe 60 is applied to the upper surface of the rail 14 In Figure 2, the movable pad 60 is shown in the lowered position.
    The electromagnets 62 are each individually connected to a control unit 64 for their individual power supply. The control unit 64 is able to supply selectively only a given number of electromagnets as a function of a braking setpoint received by the braking control means 34.
    The frictional force exerted by the shoe 60 on the rail is a function of the number of electromagnets fed 62.
    Alternatively, the electromagnets are replaced by one or more permanent magnet actuators, whose force applied between the base 58 and the pad 60 is controllable by the control unit 64 according to the setpoint received from the control means 34.
    The control means 34 comprise a system 74 for automatic train control, known under the acronym ATC for Automatic Train Control, capable of giving a reference deceleration value yref, measuring means 76 of the effective deceleration ymes of the vehicle rail 10 and a calculation unit 78 of a braking setpoint for the internal braking means 30 and the compensation brake 32.
    In particular, the computing unit 78 is able to provide a regulation of the brake force of the compensation brake 32 in order to apply to the compensation brake intermediate braking forces comprised between extreme braking forces, that is, ie nuisance and maximum, the compensation brake. Advantageously, the compensation brake 32 and the regulation are adapted so that the compensation brake can apply all the values of forces continuously between the extreme braking forces.
    As known per se, the automatic control system 74 is able to provide a reference deceleration value yref which depends in particular on the position of the train on the track, the positions of the other trains, the general condition of the train, etc. For example, the reference deceleration value yref is equal to 2 m.s-2.
    Advantageously, the reference deceleration value yref is updated at regular time intervals by the automatic control system 74. The updating of the reference deceleration value yref thus makes it possible to adapt the braking as a function of the position of the railway vehicle. For example, the reference deceleration value yref may be lower in the ramps than in the slopes to provide an "iso-feeling" of the apparent deceleration of the train by the passengers.
    The automatic control system 74 is also suitable for addressing an activation instruction of the emergency braking mode. This instruction, noted EB Request is able to cause the rapid braking of the train. This emergency braking mode activation instruction simultaneously includes an instruction to deactivate the service braking mode.
    The measuring means 76 are able to measure an actual instantaneous deceleration Ymes of the railway vehicle 10 when the railway vehicle 10 is in circulation on the line 12, this independently of the inclination of the track 14. The measuring means 76 comprise, by for example, an accelerometer or a gyroscope.
    Advantageously, the measurement of the effective deceleration Ymes of the railway vehicle 10 is able to be renewed at a regular interval of time, for example equal to 100 ms. The calculation unit 78 is connected to the automatic control system 74 and the deceleration measurement means 76 to receive the reference deceleration value yref and possibly the emergency braking instruction EB Request, as well as the measurement of the deceleration value 76. the effective deceleration ymes of the railway vehicle 10. The calculation unit 78 is able to compare the effective deceleration ymes of the rail vehicle 10 measured by the measuring means 76 and the reference deceleration value yref.
    In the service braking mode, illustrated in FIG. 3, the computing unit 78 is able to activate, firstly the electrodynamic brake 50, then the mechanical friction brake 52, in the case where the effective deceleration Ymes is less than the reference deceleration value yref, because of insufficient braking, and finally the compensation brake 32 if the reference deceleration value is still not reached. For this purpose, the calculation unit 78 is also able to determine a deceleration threshold of the rail vehicle 10 measured by the measuring means 76, below which the activation of the compensation brake 32 is necessary in addition to the mechanical brake at friction 52.
    The emergency braking mode is activated by the computing unit 78 upon receipt of an EB Request instruction from the automatic control system 74.
    During this emergency braking, and as shown in FIG. 4, the mechanical friction brake 52 is first engaged and if the measured deceleration γ is smaller than a desired deceleration yref, the compensation brake 32 is activated by complement with a braking force determined by the computing unit 78 to achieve the desired deceleration yref.
    In both modes, the control unit 64 is able to receive a setpoint signal for the compensation brake transmitted by the calculation unit 78, and to control the compensation brake 32 with a braking force corresponding to the setpoint to modify the braking force induced by the compensation brake 32, and thus modify the effective deceleration value Ymes of the railway vehicle 10 so that it reaches the desired value Yref.
    The detail of the braking process of the railway vehicle according to the invention implemented under the control of the unit 78 in the service braking mode will be described with reference to FIG.
    In the service braking mode, the electrodynamic brake 50 is preferred.
    When activating the service braking mode in step 302 for the application of a retarding force, a calculation of the force for the electrodynamic brake 50 is first performed as known per se. Step 304. This braking force is applied to the electrodynamic brake 50 in step 306.
    A test is performed in step 308 to determine if the actual measured deceleration Ymes is greater than or equal to the reference deceleration Yref provided by the system.
    If this is the case, a new effort for the electrodynamic brake is calculated at step 304 and the braking force is applied at step 306.
    If this is not the case, it is determined, during a test carried out at step 310, whether the maximum capacity of the electrodynamic brake has been used. If this is not the case, a new calculation of the braking force for the electrodynamic brake is carried out at step 304.
    This effort is increased until the actual deceleration Ymes is greater than or equal to the reference deceleration Yref or until the maximum capacity of the electrodynamic brake 50 is reached.
    If in step 310, this maximum capacity of the electrodynamic brake 50 is reached, the mechanical friction brake 52 is then activated. For this purpose, the calculation unit 78 determines the force required for the mechanical friction brake in step 312 to reach the desired deceleration γΓβ (The setpoint thus calculated is applied to step 314.
    During the test in step 316, it is determined whether the effective deceleration Ymes is greater than or equal to the reference deceleration γΓβ (If this is the case, the setpoint applied to the mechanical friction brake is maintained at step 314 If Ymes <γΓβ (, it is determined in step 318 if the mechanical friction brake 52 has reached its maximum capacity.) 51 this is not the case, a new calculation of the braking force for the mechanical brake in friction mode 52 is carried out in step 312. If the maximum capacity of the mechanical friction brake 52 is reached, the compensation brake 32 is activated in step 320 and following.
    For the application of the compensation brake, in step 320, a calculation of the force to be provided by the compensation brake 32 is performed. The braking setpoint is determined by the calculation unit 78 as a function of stored charts giving the braking force to be applied by the compensation brake 32 as a function of the desired deceleration Yref, the braking force applied by the brake electro-dynamic 50 and characteristics of the track. In step 322, the set point is applied to the compensation brake 32, which then exerts directly on the rail by the pads 60, from each of the bogies of the railway vehicle, a braking force consistent with the effort calculated at step 320. In step 324, identical to step 316, the actual deceleration ymes measured is compared with the reference deceleration yref provided by the system 74.
    If Ymes> Yref, the force to be applied by the compensation brake 32 is recalculated at step 320 in order to control the compensation brake so that Ymes converges to Yref otherwise steps 302 and following are again put into operation. artwork.
    Thus, it is understood that in the service braking mode, the electrodynamic brake 50 is first used, then, in case of additional braking need, the mechanical friction brake 52 is applied, with a setpoint corresponding to the right setpoint. necessary to achieve the desired deceleration. In case of additional braking need, as the braking can not be exerted by the electrodynamic brake 50 and the mechanical friction brake 52, the compensation brake 32 is applied.
    In case of insufficient service braking, while the three types of brakes (electro-dynamic, mechanical and then compensation) are applied to their maximum, the emergency braking mode is triggered.
    The braking process of the railway vehicle 10 according to the invention implemented under the control of the unit 78 in the emergency braking mode will now be described with reference to FIG. 4.
    The emergency braking mode of the railway vehicle 10 is activated, in step 400, by receiving an EB Request command by the computing unit 78 from the system 74, for example following the detection of an obstacle in front of the railway vehicle 10.
    The mechanical friction brake 52 is actuated in step 402 by the calculation unit 78 by controlling the actuators 56.
    The braking force applied in this case by the mechanical friction brake 52 is maximum. In step 404, the effective deceleration Ymes measured is compared with the reference deceleration Yref provided by the system 74.
    If Ymes> Yref, the control of the compensation brake 32 is not activated.
    On the other hand, if Ymes <Yref, then the braking force for the control of the compensation brake 32 is calculated in step 406 to reach the reference deceleration Yref, then this instruction is applied at step 408.
    After application of the setpoint by the compensation brake, the test of step 410 is implemented to determine whether Ymes> Yref ·
    If this is the case, the steps 402 and following are repeated.
    If Ymes <Yref, then the calculation of the braking force to be added is repeated in step 406 to partially reduce the effect of the compensation brake 32 in order that the measured deceleration Ymes converges to the reference deceleration Yref
    The regulator, which controls the deceleration braking force implemented by the calculation unit 78 for the control of the compensation brake 32, is illustrated in FIG. 5. It ensures a continuous variation of the braking force.
    The control setpoint U of the compensation brake is calculated by the calculation unit 78 and sent simultaneously to the control unit 64. From the reference deceleration value Yref of the rail vehicle 10 and the deceleration measurement effective Ymes of the railway vehicle 10, the calculation unit 78 calculates by a subtractor a difference Δ between the reference deceleration value Yref of the railway vehicle 10 and the measurement of the effective deceleration Ymes of the railway vehicle 10, so that Δ = Yref - Ymes.
    In the case where the difference Δ is zero or negative, the correction provided by the corrector is not applied to the compensation brake.
    In the case where the difference Δ is positive, a corrector C (s), implemented by the calculation unit 78, determines the setpoint U to be applied by the compensation brake 32 from its transfer function denoted by C (s). Advantageously, the instruction U is calculated for each vehicle compensation brake taking into account the weight P of the only vehicle on which the compensation brake is mounted.
    This instruction U is applied to the unit 64 of the compensation brake 32 whose transfer function is denoted by H (s). This results in a deceleration of the Braking effort train measured by the measuring means 76.
    It is understood that the compensation brake being controlled with a continuously variable setpoint, the value of which is between the two extreme braking forces of the compensation brake and non-Boolean dependent on the actual deceleration of the vehicle, the train can follow at most just the desired reference deceleration.
    Thus, abrupt braking caused by current compensation brakes operating in all or nothing are avoided, which makes it possible to reduce the minimum distance separating two vehicles on the line, the upstream train no longer fearing a sudden braking of the train located in downstream.
    权利要求:
    Claims (8)
    [1" id="c-fr-0001]
    1, - Railway vehicle (10) able to circulate on rails (14) comprising: - wheels (26) in contact on the rail (14); - Internal braking means (30) of the railway vehicle (10); and a mechanical compensation brake (32) comprising a movable part (60) suitable for coming into contact with the rail (14) in order to apply a braking force; characterized in that the compensation brake (32) comprises means (78) for regulating the braking force applied to the rail (14) as a function of the effective deceleration (ymes) of the railway vehicle (10), the means control device (78) being able to apply to the compensation brake (32) intermediate braking forces between the extreme braking forces of the compensation brake (32).
    [2" id="c-fr-0002]
    2, - Railway vehicle (10) according to claim 1 comprising: - means for providing a reference deceleration value (yref) dependent on the position of the railway vehicle (10) on the line (12); means (76) for measuring the effective deceleration (Ymes) of the railway vehicle (10); characterized in that the regulating means (78) are adapted to calculate the braking force to be applied to the rail by the compensation brake (32) as a function of the difference between the reference deceleration value (yref) and the effective deceleration value (Ymes) ·
    [3" id="c-fr-0003]
    3, - Railway vehicle (10) according to claim 1 or 2, characterized in that the regulating means (78) are adapted to continuously vary the braking force applied to the rail by the compensation brake (32), according to the effective deceleration value (Ymes) ·
    [4" id="c-fr-0004]
    4, - Railway vehicle (10) according to any one of the preceding claims, characterized in that the compensation brake (32) comprises a plurality of electromagnets (62), or several permanent magnets, whose position can be remotely controlled, independently controlled for ensure the braking force.
    [5" id="c-fr-0005]
    5, - Railway vehicle (10) according to any one of the preceding claims, characterized in that the internal braking means (30) of the vehicle comprise: - an electrodynamic brake (50) comprising a drive motor (54 ) of the own vehicle to operate as a generator being driven by the wheels (26); and a mechanical friction brake (52) capable of providing mechanical braking on the wheels (26) of the vehicle, and means for activating the mechanical friction brake (52) in the event of insufficient braking or failure of the electro brake. -dynamic (50).
    [6" id="c-fr-0006]
    6. - Railway vehicle (10) according to claim 5, characterized in that in a service braking mode, it comprises means (78) of successive activation: - the electrodynamic brake (50), then - the mechanical friction brake (52), then - the compensation brake (32) under the control of the regulating means (78) until a desired reference deceleration (yref) is reached.
    [7" id="c-fr-0007]
    7. Railway vehicle (10) according to claim 5 or 6, characterized in that in an emergency braking mode, it comprises means (78) of successive activation: the mechanical friction brake (52), then the compensation brake (32) under the control of the regulating means (78) until a desired reference deceleration (yref) is reached.
    [8" id="c-fr-0008]
    8. - Method for braking a railway vehicle (10) traveling on rails (14) comprising the following steps: - measuring an effective deceleration (Ymes) of the railway vehicle (10) by measuring means (76) ; - control of internal braking means (30) of the railway vehicle; - application of a regulated brake force from a compensation brake (32) having a movable part (60) adapted to come into contact with the rail (14) for applying the braking force, the regulation (78) of the braking force applied by the compensation brake imposing on the compensation brake (32) intermediate braking forces comprised between extreme braking forces of the compensation brake (32) as a function of an effective deceleration (ymes) of the railway vehicle (10).
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3317152A1|2018-05-09|Rail vehicle fitted with adjustable compensation brakes, and associated braking method
    CA2280417C|2004-04-20|Feeder system for electric motive power vehicle
    CA2378636C|2010-09-14|Electric power supply monitoring process and system for an electric traction vehicle designed to operate in external power supply mode or self supply mode
    EP2164742B1|2015-09-23|Quasi self-contained energy storage and power supply system
    CA2368037C|2010-04-13|Power system for an electric traction vehicle
    EP1845004B1|2009-02-18|Overhead cable transport installation carrying seats and cabins
    JP2004328993A|2004-11-18|Train control system, in-vehicle communication network system, and train control unit
    FR2853609A1|2004-10-15|Brake installation monitoring and controlling process for use in vehicle, involves taking measure modifying deceleration on wheel brake and constantly maintaining or modifying vehicle deceleration only in negligible manner
    EP1963156B1|2013-11-06|Two-stage electromechanically controlled braking system for a multiaxle road vehicles
    CA2723023C|2013-07-09|A method for brake control of an aircraft and corresponding braking system
    CN110015278B|2021-02-02|Method for improving comfort level of passing neutral section
    FR2508854A1|1983-01-07|APPARATUS AND METHOD FOR CONTROLLING THE PROPULSION OF AN ELECTRIC PROPULSION VEHICLE
    WO2015110670A1|2015-07-30|Railway vehicle, upstream and downstream railway vehicles, method for controlling the distance between a downstream railway vehicle and an upstream railway vehicle
    JP4578126B2|2010-11-10|Electric vehicle control device
    EP1397281B1|2004-12-01|Automatic and guided system for transporting people and method for controlling transport modules running in such a system
    WO2013175128A1|2013-11-28|Assisted take‑off and landing system for aircraft using a self-propelled platform
    FR2926771A1|2009-07-31|Vehicle e.g. hybrid vehicle, braking method for e.g. antilock braking system, involves modulating regenerative braking torque for completing dissipative braking torque to obtain braking torque equivalent to dissipative braking torque
    EP3323661B1|2020-04-15|Conveyor system with power supply connected into the ground
    EP2990292B1|2017-05-24|Installation and method for transport by overhead cable
    FR2878192A1|2006-05-26|Height control device for public transport vehicle has sensing device for sensing of momentary height difference between floor plate and fixed reference point, and adjusting device for suspension
    FR3070152B1|2019-09-13|METHOD FOR SANDBLASTING A RAIL CIRCUIT, ELECTRONIC DEVICE AND RAILWAY VEHICLE THEREFOR
    FR2926754A1|2009-07-31|DEVICE AND METHOD FOR CONTROLLING THE DISTRIBUTION OF THE MOTOR TORQUE OF A FOUR-WHEEL DRIVE VEHICLE
    FR2756521A1|1998-06-05|Regulating downhill speed of electric vehicle
    EP3875302A1|2021-09-08|Method for crossing by an electric vehicle made up of at least two units of a neutral area of a power supply system; associated electric vehicle
    EP3418137A1|2018-12-26|Method for determining the reference speed used by an anti-skid device used by a railway vehicle, and anti-skid device implementing such a method
    同族专利:
    公开号 | 公开日
    EP3317152A1|2018-05-09|
    FR3038283B1|2017-08-18|
    WO2017005650A1|2017-01-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    CA2042378A1|1989-09-23|1991-03-24|Hans-Rainer Quaas|Freely programmable, regulated mechanical brake for rail-bound vehicles|
    WO2002074602A1|2001-03-20|2002-09-26|Brent Felix Jury|Braking apparatus and method|
    US20140246282A1|2011-08-12|2014-09-04|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Brake system having an electromagnetic track brake device|WO2018172117A1|2017-03-22|2018-09-27|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Braking device for rail vehicles and method for braking rail vehicles|
    WO2018172120A1|2017-03-22|2018-09-27|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Braking device for rail vehicles and method for braking rail vehicles|
    EP3656620A1|2018-11-22|2020-05-27|SpeedInnov|Railway vehicle comprising an improved braking system|
    法律状态:
    2016-05-23| PLFP| Fee payment|Year of fee payment: 2 |
    2017-01-06| PLSC| Search report ready|Effective date: 20170106 |
    2017-06-19| PLFP| Fee payment|Year of fee payment: 3 |
    2018-05-02| PLFP| Fee payment|Year of fee payment: 4 |
    2020-06-17| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1556331A|FR3038283B1|2015-07-03|2015-07-03|RAILWAY VEHICLE WITH ADJUSTABLE COMPENSATION BRAKES, AND ASSOCIATED BRAKING METHOD|FR1556331A| FR3038283B1|2015-07-03|2015-07-03|RAILWAY VEHICLE WITH ADJUSTABLE COMPENSATION BRAKES, AND ASSOCIATED BRAKING METHOD|
    EP16734375.5A| EP3317152A1|2015-07-03|2016-07-01|Rail vehicle fitted with adjustable compensation brakes, and associated braking method|
    PCT/EP2016/065578| WO2017005650A1|2015-07-03|2016-07-01|Rail vehicle fitted with adjustable compensation brakes, and associated braking method|
    [返回顶部]