• 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:

    公开号:SE1050989A1
    申请号:SE1050989
    申请日:2009-03-25
    公开日:2010-12-08
    发明作者:Eckard Wulf；Norbert Zander
    申请人:Bombardier Transp Gmbh；
    IPC主号:
    专利说明:

    15 20 25 30 35 When driving track-bound vehicles under winter conditions, depending on the construction, temperature, humidity, snow conditions and wind conditions, snow deposits and icing of the brake rod systems and the friction surfaces of the brake units can occur.
    The traditional block brakes then show a lesser tendency to icing in comparison with disc brakes, since at least one friction partner, namely the running surface of the wheel, can be released from the ice at each wheel rotation at the rail contact. However, there is also the danger of blocking brakes due to the icing of the brake rod system.
    Disc brakes are even more susceptible to icing, as here none of the friction partners can be automatically released from the ice. Under certain unpredictable weather conditions, disc braking of the brake rod systems and friction surfaces in particular can occur, especially for disc brakes, that the effect of the brake unit is clearly limited or even canceled. These icings can apply to individual brake units to all brake units of the track-bound vehicle. Such brake failures are not noticeable in good time and thus constitute an acute safety problem in the railway line.
    In the state of the art, braking units in track-bound vehicles are not adequately monitored while driving. At most, an electronic monitoring of the brake cylinder pressure is provided with a control device. Such a monitor is known, for example, from RU 2,298,501 Cl. Admittedly, a proper brake cylinder pressure is built up in the event of iced or sluggish brake rod systems and brake rods, respectively. However, the forces in the slow-moving brake rod system are reduced without a corresponding braking effect being achieved. In the case of iced friction surfaces, only a small effect is likewise achieved, since the applied forces at the relatively low friction value of the iced friction surfaces can only lead to a small reduction in speed.
    The energy input is relatively small, so that it only comes to the melting of the iced surfaces after a relatively long time.
    It is also known to perform a brake test from low speed before the start of the journey. With this, it must be assessed whether a sufficient braking effect is achieved.
    Greater than the problem with the subjective assessment of the braking effect is the fact that the condition of the brakes during the following journey can deteriorate at any time and not predictably.
    As a further safety measure, it is known to have a short brake test initiated from an electronic system at specified intervals during travel.
    The deceleration of the vehicle is determined, whereby a present deterioration of braking action is diagnosable. However, as I said, the condition of the brakes can deteriorate again at any time during the further journey.
    To avoid a gradual icing of the individual components of the brake unit, especially the brake lever system, while driving, the brake units are operated at regular intervals by hand or electronically. Through the movement of the individual building components, an ice approach must be prevented. Admittedly, in order to find a working use algorithm, extensive field trials are complex, depending on the weather. In addition, numerous uses of this method lead to required. However, since the icing process depends on climate conditions, the required use algorithm is an increased energy consumption and time-relevant time losses.
    It is therefore the object of the present invention to provide a vehicle, a proper braking unit and a method by which the monitoring of braking performance is improved.
    The previously derived and demonstrated task is according to a first teaching of the present invention with a device of the type mentioned in the introduction thereby solved that the load sensor or sensors are arranged or arranged on the brake unit or on the support structure that it can measure a frictional force between the brake unit and the friction surface or a resulting force.
    When one or your load sensors are mounted on the brake unit, it is possible in a brake test or a regular braking to measure the loads in the respective components of the brake unit, which loads result in response to the braking force transmitted to the friction surface of the rotating element, for example a brake disc or a wheel. In addition to the friction force 3 10 15 20 25 30 35 itself, this can be, for example, a support force in components which are connected to the brake unit. This support force can act in a different direction than the force with which the brake unit is pressed against the friction surface. As the magnitude and course of the respective load, i.e. forces, torques, strains, mechanical stresses, etc., change depending on the degree of icing of the brake unit, it is possible to iron the measured loads with previously determined setpoints and from this the degree of icing and braking effect . In other words, it can be demonstrated when, despite the applied action force, a braking device does not operate, since the real present friction value between the friction partners is reduced in part or to close to zero, which for example can be caused by icing. For the present solution, on the other hand, the load sensor is arranged so that it can detect a reaction force which results from the actual braking action or braking action. This reaction force can, for example, be resulted from the actual friction between the brake components.
    A further advantage is that through the determined present values an unwelcome condition, such as a vibration of the brake rod systems and / or the brake pads, can be recognized. Such an unwelcome condition could indicate frictional savings or the achievement of unreasonable life expectancy.
    According to a design of the device according to the invention, the load sensor is arranged on the brake rod system of the brake unit, as the brake rod system relatively high loads due to absorbs and further conducts the reaction forces during a braking independent of the brake type.
    According to a further design of the device according to the invention, the brake unit is a component of a disc brake or reverse brake, in particular a block brake. In the case of a disc brake, it is conceivable that the load sensor is arranged on a component of the brake rod, in particular on the holder and / or on at least one lever and / or on at least one joint. It is also possible alternatively or additionally to arrange the load sensor on at least one brake pad of the brake unit. The load sensor can also be arranged between the brake unit and the support structure, which in particular have a bogie frame, for example at the connection point between the holder of the brake rod and the bogie frame. An arrangement of the load sensor on a connecting element, for example a screw, which connects the brake unit to the support structure is also conceivable. All these components of the brake unit absorb a load in response to the braking force and deform correspondingly or, if necessary, change their temperature. This reaction force can act as a frictional force on the brake unit and, for example, be a support force.
    The support force can be directed in a different direction than the braking force and can correspondingly be distinguished from the braking force by another measurement.
    Correspondingly, it is possible, in these components, to determine forces, moments, strains and / or mechanical stresses, in particular a bend, the determined value of the reaction force for the load, the so-called indication of how strong the degree of icing at the present value, being a brake unit. is and if thus a reduction of braking effect occurs.
    As a load sensor, different sensor types are possible depending on the type of load to be measured and the location of the load sensor.
    For example, a load sensor in the form of a strain sensor can be placed on the surface of one of the monitored components, in particular on the surface of a component of the brake rod, preferably on the holder and / or on one of the levers. It is also conceivable to arrange a force measuring disc, a measuring dowel, a force absorber or a pressure sensor between individual components. A force measuring disc can be arranged, for example, between the support structure, in particular the bogie frame, and the brake unit, in particular the holder of a brake rod, so that relative movements between the brake unit and the support structure are transmitted to the load sensor. In particular, a strain gauge strip is useful as a load sensor or as a component of a load sensor. Depending on the arrangement of an elongation measuring strip, a distinction can be made between the measurement of the active braking force and the measurement of the reactive force, which arises as a result of the frictional force and is related to the actual braking effect.
    According to a further embodiment of the device according to the invention, at least one load sensor is arranged per brakeable wheel of the running gear.
    Preferably, your components of the brake unit are provided with such a load sensor. In this way, each wheel of the running gear can be reliably checked for changes in its braking action. For the device according to the invention, according to a further design, a control device is arranged which is designed in such a way that it can compare the current care received from the respective load sensor with predetermined, specially stored, setpoints. In particular, the control device can receive and compare present values of the active braking force as well as present values of the reactive frictional force. The result of such a comparison and / or the measured present values can be displayed with a display device, for example in the driver's seat, and preferably trigger an emergency program in which one or more of your brake tests and / or maneuvering of the brake rod system are performed. It is no longer necessary to carry out brake tests or to operate the brake rod system regularly before the start of the journey or during the journey, as this according to the invention only still takes place when necessary when the icing has exceeded a certain degree.
    Independent of the previously described type of monitoring of braking action, additional monitoring systems can be arranged as a complement, for example an electronic monitoring of the brake cylinder pressure.
    The object is further solved according to a second teaching of the present invention with a vehicle, in particular a track-bound vehicle, comprising a device as previously described. This device has at least one load sensor as previously described in detail for the monitoring of braking action.
    Finally, the object is solved according to a third teaching of the present invention by a method for monitoring the braking action of a vehicle, in particular a track-bound vehicle, preferably comprising a device as previously described, wherein a load is determined in a brake unit or in a support structure or between brake unit and support structure. as a result of a frictional force which is transmitted from a friction surface of a rotating element of a running gear to the braking unit of the vehicle.
    By determining a load in a braking unit, which load is a reaction to a braking force transmitted on a friction surface, and in that the size and course of the load naturally depend on the degree of icing of the brake unit, it is possible for an icing which reduces the braking effect. 20 25 30 35 can be identified in good time and, if necessary, countermeasures can be carried out, for example one or more brake tests or operation of the brake rod system.
    As previously described, according to a design of the method, the load is determined by means of at least one load sensor arranged on the brake unit. With such a load sensor, it can be a strain sensor, a force measuring disc, a measuring dowel, a force absorber or a pressure sensor. The combined use of different sensor types is also possible. Preferably, a strain gauge strip is used as the load sensor or as part of the load sensor. As already described, depending on the arrangement of a strain gauge strip, a distinction can be made between the measurement of the active braking force and the measurement of the reactive force, which arises as a result of the frictional force and is related to the actual braking effect.
    According to yet another embodiment of the method according to the invention, the load sensor transmits a present value corresponding to the determined load to a control device, the control device comparing the present value with a predetermined, specially stored, setpoint and determining a possible deviation. In particular, the control device can receive and compare present values of the active braking force as well as present values of the reactive frictional force. The deviation and / or present value can be shown and taken as a basis for triggering, if necessary, a measure that counteracts the icing, for example a brake test or the operation of the brake rod system. Such an emergency program is triggered especially when the deviation between the present value and the setpoint is greater than a predetermined limit value, which can just as well as the setpoints be stored in the control device.
    There are now a number of possibilities for designing and further designing the vehicle according to the invention, the brake unit according to the invention and the procedure according to the invention. This is referred to on the one hand on the claims following claim 1, on the other hand on the description of embodiments in connection with the drawing. In the drawing: Fig. 1 shows an embodiment of a brake unit mounted on a track-bound vehicle according to the present invention and Figs. 2a) to d) typical diagrams during the monitoring of the brake unit from Fig. 1.
    Fig. 1 shows a device 1 for monitoring the braking action of a track-bound vehicle (not shown). In the present case, on a part of the support structure 2 of the vehicle, here on a bogie frame 8, a brake unit 4 is mounted by means of connecting elements 15, the brake unit 4 transmitting a braking force on a friction surface 5 of a rotating element 6 of, here only partially shown, the running gear 3 of the vehicle. The rotating element 6 is in the present case a brake disc 9 which is fixedly attached to a rotating shaft which drives a wheel of the running gear 3.
    On the brake unit 4, which in the case shown in Fig. 1 comprises a brake rod 10, fl your load sensors 7a, 7b, 7c, 7d, and 7e are arranged, some of which are formed by strain gauge strips 18a, 18b, 18c, 18d and a is formed by a force measuring disc 17.
    An elongation measuring strip 18a is then positioned on the surface of a lever 12a of the brake rod 10 and a further elongation measuring strip 18b is positioned on the surface of the opposite lever 12b of the brake rod 10. Two further elongation measuring strips 18c and 18d are arranged on the surface of the holder 11 of the brake rod 10. which holder is connected via joints 13a and 13b to the levers 12a and 12b.
    The force measuring disc 17 is arranged at the connection point between the bogie frame 8 and the brake rod 10, more specifically the holder 11, around the bolt-shaped connecting element 15 which connects the brake rod 10 to the bogie frame 8.
    During braking, the two levers 12a and 12b of the brake rod 10 move towards each other via a cylinder-piston device 19 which is pressurized so that the brake pads 14a and 14b, which are mounted on the levers 12a and 12b, press on the friction surfaces 5 of the brake disc 9 Depending on the braking force, 14a and 14b the friction surfaces 5 of the brake disc 9, loads occur in the individual with which the brake pads press on the parts of the brake rod 10, in particular in the levers 12a and 12b as well as in the holder 11. The brake rod 10 is also moved in response to the braking force relative to the bogie frame 8, which leads to loads in the area of the connection point between the bogie frame 8 and the brake rod 10. In addition, depending on the frictional force, i.e. due to the frictional force between the friction surfaces 5 and the brake disc 9, the individual parts of the brake rod 10 and again also in the levers 12a and 12b as well as in the holder 11.
    These loads regularly have a different direction than the loads through the active braking force.
    The individual loads, i.e. reaction forces, are thereby measurable because the components provided with the load sensors deform corresponding to the braking force transmitted on the brake disc 9. Thus, a bending of the lever 12a, as a result of the frictional force, of the elongation measuring strip 18a and a bending of the lever 12b, as a result of the frictional force, of the elongation measuring strip 18b and a present value corresponding to the determined load are transmitted to a guide 16. due to the frictional force, the strain gauge strips 18c and 18d are again registered, as is the control device 16. The force measuring disc 17 registers the force with which van / id corresponding current values are transmitted to the brake rod 10 presses the bogie frame 8 and likewise transmits a corresponding current value to the control device 16.
    In the control device 16, setpoints are stored, with which the determined present values are compared. As the magnitude and course of the loads due to the frictional force in the individual components of the brake rod 10 with increasing degree of icing changes and constantly deviates from the ratio at normal temperature, with increasing icing the measured values also change in the case of a braking, which are determined by the load sensors. and transferred to the control unit 16.
    The control device 16 determines, for example at regular intervals or at the request of a user, by comparing the present values with the corresponding setpoints the possible deviation and shows this. If the determined deviation is greater than a predetermined limit value, the brake unit 4 is operated for a specified period of time once or twice for the reduction of the degree of icing.
    Fig. 2 schematically shows a diagram, in which over a certain time the braking action is shown on the one hand by means of the brake cylinder pressure (Fig. 2b)), which corresponds to the active braking force, and on the other hand by means of the elongation at the surface of the brake rod ( Fig. 2c) and d)), which corresponds to the reactive friction force.
    Fig. 2a) shows the decrease in speed (in km / h) over time (in seconds) for the track-bound vehicle during braking.
    Fig. 2b) shows the change in pressure (in bar) in the brake cylinder during braking, ie the active braking force. In this case, the dashed line shows a presumed setpoint value course and the solid line shows the actual pressure change, ie the present value course. When comparing Figures 2a) and b), it can be seen that at the beginning of the braking the brake cylinder pressure suddenly rises to a maximum value and then remains constant over the entire period of braking to a standstill. Furthermore, it can be seen that the actual pressure course corresponds to the optimal pressure course and there is no appreciable deviation.
    Fig. 2c) shows the change of the elongation (in 10-3 mV / V) at the surface of the lever 12a and 12b as a result of the reactive frictional force over time, and more specifically recorded with the elongation measuring strips 18a and 18b. Correspondingly, in Fig. 2d) the change of the elongation at the surface of the holder 11 of the brake rod 10 over time is shown. In Figures 2c) and d) it can be seen that despite a deviation of the present value process from the setpoint process in Fig. 2b), there is still a clear deviation in the elongation ratio of the components of the brake rod 10, which can be concluded to a certain degree of icing of the building components. Due to the icing, there is a lower coefficient of friction between the friction surfaces 5 and the brake disc 9, as a result of which a smaller reaction force arises and consequently a smaller elongation. This is also shown in Figures 2c) and d) The setpoint course is shown by means of a dashed line and the present value course of the elongation at the surface of the respective building parts is shown with a solid line. At the beginning of the braking, a relatively large change in the elongation in response to the braking force can be determined, whereby the change in the ideal case (setpoint course), in which there is no icing of the components, is greater than under the actual conditions (present value course). Until the stationary vehicle is stationary, the reaction forces and thus the measured elongations hardly change, but with the vehicle stationary it goes back to 0, because then no relative movements take place between the brake pads 14a and 14b and the brake disc 9.
    The graph shown in Figures 2a) to d) shows that a monitoring of the brake cylinder pressure in itself is not suitable to demonstrate a reduction of the braking effect due to icing of the components of the brake unit 4.
    The arrangement of load sensors on components of the brake unit 4 thereby clearly shows the difference between the reaction force in the ideal state and the reaction force in the actual state. In this way, measures can be taken against the icing in good time, whereby an optimal braking effect is maintained in the long term. ll
    权利要求:
    Claims (1)
    [1]
    Claim device (1) comprising: - a support structure (2), - a running gear (3), - at least one brake unit (4) which is attached to the support structure (2) and transmits a braking force on a friction surface ( 5) of a rotating element (6) of the running gear (3), - at least one load sensor (7a, 7b, 7c, 7d, 7e) arranged in such a way on the brake unit (4) or on the support structure (2) that it can measure a frictional force between the brake unit (4) and the friction surface (5) or a resulting force, and - a control device (16) which is designed so that it can compare current values received from the respective load sensor (7a; 7b; 7c; 7d; 7e) with predetermined setpoints, characterized in that the control device (16) is arranged to trigger, in the event of a deviation greater than a predetermined limit value between the present value and the setpoint, an operation of the brake unit (4) to reduce the degree of icing of the brake unit (4). Device (1) according to claim 1, characterized in that the support structure (2) has a bogie frame (8). Device (1) according to claim 1 or 2, characterized in that the rotating element (6) is a brake disc (9) or a wheel. Device (1) according to one of the preceding claims, characterized in that the load sensor (7a, 7b, 7c, 7d, 7e) is arranged on the brake rod system of the brake unit (4). Device (1) according to one of the preceding claims, characterized in that the brake unit (4) is a component of a disc brake or reverse brake, in particular a block brake. Device (1) according to claim 5, characterized in that the load sensor (7a, 7b, 7c, 7d, 7e) is arranged on a component of the brake rod (10). ), in particular on the holder (1 1) and / or on at least one lever (12a, 12b) and / or on at least one joint (13a, 13b). Device (1) according to one of the preceding claims, characterized in that the load sensor (7a, 7b, 7c, 7d, 7e) is arranged on at least one brake pad (14a, 14b) of the brake unit (4). Device (1) according to one of the preceding claims, characterized in that the load sensor (7a, 7b, 7c, 7d, 7e) is arranged between the brake unit (4) and the support structure (2). Device (1) according to one of the preceding claims, characterized in that (7a, 7b, 7c, 7d, 7e) (15) the load sensor is arranged on a connecting element which connects the brake unit (4) to the support structure (2). Device (1) according to one of the preceding claims, characterized in that (7a, 7b, 7c, 7d, 7e) force measuring disc (17), a measuring dowel, a force absorber or a pressure sensor the load sensor is a strain sensor, and in particular has a strain gauge strip (18a). , 18b, l8c, 18d). Device (1) according to one of Claims 3 to 10, characterized in that at least one load sensor (7a, 7b, 7c, 7d, 7e) is arranged per brakeable wheel of the running gear (3). Vehicle comprising a device according to any one of the preceding claims. Method, wherein - a load is determined in a brake unit (4) or in a support structure (2) of a vehicle, in particular a track-bound vehicle, or between brake unit (4) and support structure (2) as a result of a frictional force transmitted from a friction surface (5) of a rotating element (6) of a running gear (3) on the braking unit (4) of the vehicle, and - a present value corresponding to the determined load is ironed with a predetermined setpoint, 14. 15. 16. 17. characterized by - in the event of a deviation greater than a predetermined limit value between the present value and the setpoint, an operation of the brake unit (4) is triggered to reduce the degree of icing of the brake unit (4). Method according to Claim 13, characterized in that the load is determined by at least one load sensor (7a, 7b, 7c, 7d, 7e) arranged on the brake unit (4). Method according to claim 14, characterized in that the comparison of the present value with the setpoint and the triggering of the operation of the brake unit (4) at a deviation greater than a predetermined value between the present value and the setpoint takes place with a control device (1) to which the load sensor (7a, 7b , 7c, 7d, 7e) transmits the present value. Method according to one of Claims 13 to 15, characterized in that the present value and / or the deviation is shown. Method according to one of Claims 13 to 18, characterized in that the vehicle comprises a device according to one of Claims 1 to 13.
    类似技术:
    公开号 | 公开日 | 专利标题
    SE1050989A1|2010-12-08|Device for monitoring the braking action
    CN105264254B|2017-09-12|The method of electrically operated friction brake for operating
    RU2526869C2|2014-08-27|Rail vehicle braking system with compensation for friction conditions
    JP6426623B2|2018-11-21|Disc brake with air gap monitoring device and method for air gap monitoring
    JP5570420B2|2014-08-13|Control method of dual clutch transmission
    US5975250A|1999-11-02|Apparatus and method for detecting the thickness of a brake lining
    JP2012512091A5|2014-05-22|
    JP2019509925A|2019-04-11|Device and method for improving the performance of anti-lock braking and anti-slip regulation of vehicles
    CN103781681B|2017-03-29|For the braking forces measuring of the power brake of rail vehicle
    US8276466B2|2012-10-02|Two or three-axis shear load cell
    US8651256B2|2014-02-18|Method and arrangement for determining the wear condition of a shifting clutch
    JP2008531385A5|2014-03-27|
    US9254830B2|2016-02-09|Determining a braking force for a rail vehicle
    CN101495352A|2009-07-29|Actuator with function monitor
    ES2617523T3|2017-06-19|Procedure for determining a present air gap of a disc brake and corresponding disc brake
    CA2733462A1|2011-10-10|Device and method for determining a roadway coefficient of friction for a vehicle
    US9988024B2|2018-06-05|Retarder integrated braking system and method
    JP6871907B2|2021-05-19|Methods and equipment for condition monitoring of regular brakes and brakes and braking systems
    JP5746319B2|2015-07-08|Automated clutch control method
    JP6172907B2|2017-08-02|Overload history storage device for friction clutch for vehicle
    CN205401561U|2016-07-27|Drum -type tramcar brake's control system
    CN102371987B|2015-07-08|Efficiency measuring method of electrically operated parking brake in motor vehicle
    CN205423637U|2016-08-03|Tramcar brake's control system
    JP5334187B2|2013-11-06|Condition monitoring device
    CN208915156U|2019-05-31|A kind of braking control system and vehicle of vehicle
    同族专利:
    公开号 | 公开日
    SE536164C2|2013-06-04|
    CN102015393A|2011-04-13|
    CN102015393B|2015-08-05|
    DE102008015873A1|2009-10-01|
    WO2009118350A3|2010-05-06|
    DE112009000583B4|2016-12-15|
    DE112009000583A5|2011-06-16|
    RU2450944C1|2012-05-20|
    WO2009118350A2|2009-10-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE2640994A1|1976-09-11|1978-03-16|Knorr Bremse Gmbh|AUTOMATIC LOAD BRAKE DEVICE FOR FRICTION BRAKES|
    DE2923454A1|1979-06-09|1980-12-18|Kork Kg Fritz|Braking control mechanism for rail vehicle - automatically adjusts braking force to prevailing conditions using force measurer attached to chassis|
    SU1562191A1|1987-10-06|1990-05-07|Н.Д.Пашков|Method of checking good condition of brake system of railway rolling stock|
    DE4024811C2|1990-08-04|1997-02-20|Telefunken Microelectron|Device for controlling the braking process of motor vehicles|
    DE19819564C2|1998-04-30|2000-06-08|Deutsch Zentr Luft & Raumfahrt|Self-energizing electromechanical brake|
    AU1682901A|1999-11-15|2001-05-30|Newtech Mecatronic Inc.|Electronic braking device|
    DE10111076B4|2000-05-29|2010-02-04|Robert Bosch Gmbh|Method and device for ensuring the braking effect of arranged in a vehicle brake actuators|
    GB2372825A|2001-03-01|2002-09-04|Novatech Measurements Ltd|Brake force measurement using a load cell|
    CN1321838C|2001-12-21|2007-06-20|株式会社普利司通|Method and apparatus for estimating road surface state and tire running state, abs and vehicle control using the same|
    DE10218825B4|2002-04-26|2004-04-29|Estop Gmbh|Motor vehicle brake system with parking brake function and electromechanical brake for such a motor vehicle brake system|
    RU2298501C1|2005-08-23|2007-05-10|Открытое акционерное общество "Крюковский вагоностроительный завод" |Passenger car brake|DE102009051352A1|2009-10-30|2011-05-05|Siemens Aktiengesellschaft|Disc brake device for rail vehicles|
    DE102011113093A1|2011-09-09|2013-03-14|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Brake effect determination for a rail vehicle|
    DE102011113118B4|2011-09-09|2020-01-02|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Brake control device for a rail vehicle, brake system with a brake control device, method for determining at least one unevenness of a disc brake device and computer program product|
    DE102011113083A1|2011-09-09|2013-03-14|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Brake control device for a brake system of a rail vehicle, brake system, rail vehicle and method for performing a functional diagnosis|
    EP2700557B1|2012-08-21|2015-12-16|RöschConsult International Ltd.|Device and method for measuring the pressing power of the brake linings on brake discs of rail vehicles|
    DE102013008185A1|2013-05-13|2014-11-13|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Brake element and method for producing a brake element for detecting a deformation of a brake for a rail vehicle|
    DE102013008227A1|2013-05-13|2014-11-13|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Method and device for determining a braking torque on a brake system for a rail vehicle|
    DE102013213619A1|2013-07-11|2015-01-15|Siemens Aktiengesellschaft|Brake application device for a disc brake device|
    US9616875B2|2014-09-11|2017-04-11|Westinghouse Air Brake Technologies Corporation|Piston stroke sensor arrangement for a brake unit|
    US10119873B2|2014-09-15|2018-11-06|Westinghouse Air Brake Technologies Corporation|Brake force sensor arrangement for a brake unit|
    AT516356A1|2014-09-18|2016-04-15|Siemens Ag Österreich|Method and actuating device for deicing a rail vehicle|
    CN105181213A|2015-09-21|2015-12-23|吉林大学|Force measurement brake caliper|
    DE102016103238A1|2016-02-24|2017-08-24|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Brake caliper unit|
    DE102016107319A1|2016-04-20|2017-10-26|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Brake device for a rail vehicle and method for determining a braking torque of such a brake device|
    DE102016107317A1|2016-04-20|2017-10-26|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Braking device for a rail vehicle and method for determining a braking torque of a braking device|
    DE102016111881A1|2016-06-29|2018-01-04|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Measuring sensor for measuring deformations and brake with such a sensor|
    DE102016111879A1|2016-06-29|2018-01-04|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Unidirectionally sensitive sensor for measuring deformations and brake with such a sensor|
    ES2733451T3|2016-08-25|2019-11-29|Dellner Brakes Ab|A lever type braking device|
    RU2663563C1|2017-04-07|2018-08-07|Открытое Акционерное Общество "Российские Железные Дороги"|Traction parameters recording method during the train movement and measuring and computing system for its implementation|
    DE102018213707B4|2018-08-15|2021-01-21|Ford Global Technologies, Llc|Arrangement in a motor vehicle for detecting the braking effect of a brake system, a motor vehicle with the arrangement and a method for controlling a current braking effect with regard to the strength of a corresponding brake actuation|
    CN110539742A|2018-11-29|2019-12-06|中车长春轨道客车股份有限公司|Anti-freezing method and device for braking device|
    CN110539741B|2018-11-29|2020-12-25|中车长春轨道客车股份有限公司|Brake disc deicing method and device|
    DE102019108066A1|2019-03-28|2020-10-01|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|System for providing and / or monitoring operating data of a compressed air supply, compressed air supply and method for providing operating data and / or for monitoring the functionality of a compressed air supply|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE200810015873|DE102008015873A1|2008-03-26|2008-03-26|Vehicle, in particular rail vehicle, with a device for monitoring the braking effect|
    PCT/EP2009/053535|WO2009118350A2|2008-03-26|2009-03-25|Device for monitoring braking action|
    [返回顶部]