• 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 invention relates to a method for performing an automatic brake test on a train comprising a number of vehicles equipped with pneumatic-mechanical brakes (a, b, c). The pneumatic-mechanical brakes have a brake control valve (1) controlled by a main air line (HL) and a pneumatically operated brake cylinder (8) whose brake cylinder pressure (10) is controlled by the brake control valve (1). The brake cylinder transmits the brake cylinder pressure (10) via mechanical components of the brake, such as e.g. a brake linkage (3) on a brake pad, in particular a brake pad (2) or brake shoes and thereby generates the braking force of the brake. Each car is equipped with an evaluation unit (20). The brake cylinder pressure (10) and the braking force caused by the brake cylinder pressure (10) are detected by measurement on each carriage, evaluated by the evaluation unit (20) and transmitted to a central control unit (ZG1).
    公开号:AT519966A4
    申请号:T50371/2017
    申请日:2017-05-05
    公开日:2018-12-15
    发明作者:
    申请人:Pj Messtechnik Gmbh；
    IPC主号:
    专利说明:

    Method for performing an automatic brake test on a train and wagons designed for this purpose
    The invention relates to a method for carrying out an automatic brake test on a train according to the preamble of claim 1. In a further aspect, the invention relates to a wagon designed for carrying out said method for rail transport.
    After the train formation - this means the mechanical and pneumatic coupling of the wagons of a train and the correct adjustment of the brakes on the wagons - among other things it is operationally required to check the function of the brakes of all wagons in the train set. A locomotive or another device with the necessary equipment - such as compressed air supply and driver's brake valve - can be used directly for this. Currently, two people are required for the brake test, the person responsible for the brake test, who operates the brake tester or the locomotive, and the wagon master, who walks out all the wagons of the train and the
    Checked car order, the positions of the changeover devices and the condition of the brakes on all cars. It is checked whether the parking brake (also called handbrake) is released, whether all the brake pads / brake pads are no longer applied or not frozen when the brake is released and whether the brake is applied when the brake is on
    Brake pad / brake pad is tight. In addition, it is checked whether all brakes are switched on, whether the changeover device G / P (freight train / passenger train) is set correctly and whether the load changeover device corresponds to the current loading condition of the car. For the entire process of the full brake test, the wagon master has to walk the entire train several times, this usually takes at least 30 minutes, but also much longer for long freight trains.
    For years, a cost-effective automation solution for the prescribed brake tests has been considered in order to shorten the long train preparation time, since this could lead to a significant cost reduction and acceleration of rail traffic. One of the difficulties in solving this problem is that, unlike passenger carriages, freight cars are not electrically connected to one another and there is no power supply on board the freight car either. The brakes of the wagons are controlled pneumatically via a main air line (HL) that runs through the entire train set, which is coupled to the wagons with brake control valves and controls the brake control valves by varying the pressure in the HL.
    In the document DE 10 2015 004 590 A1, a system for the automatic brake test of a freight train association is described, which serves to solve the problems described with an inexpensive automation solution for brake tests. However, the safety-related and functional implementation of the described method does not take place to the extent necessary to be able to replace a wagon master. With this structure, e.g. no bent / jammed brake linkage or missing brake pads are detected. This system also cannot guarantee that when the brake cylinder pressure (C pressure) is applied, a braking force is really applied to the brake pad and the car actually has an effective brake. The mandatory use of the Internet for communication in the entire process precludes use in areas with insufficient Internet connection quality. The safety aspect due to the brake test is also not taken into account insofar as the communication is obviously handled unencrypted via a public network (Internet). The document also describes that in the rare case that two trains standing next to each other want to carry out the brake test at the same time, a train driver must wait until the other train driver has finished the brake test before carrying out the brake test. This case, described as rarely, would be the rule rather than the exception if such a system was established in rail traffic in a marshalling yard. All of the above-described aspects show that significant operational / safety-related disadvantages are to be expected with this known system. In particular, a wagon master is still described as required.
    The document EP 2 662 258 A2 in turn describes a method which the
    Condition monitoring of the main air line (HL) of a train set. The HL print and an associated synchronous time stamp are essential here, this information is used as the basis for the evaluation. This system is not able to replace an operationally correct brake test with a Wagenmeister because neither the C-
    Pressure still a mechanical force, still the state of the parking brake or the
    Switching devices are detected.
    In the documents EP 2 805 859 A1 and DE 198 33 279 A1, systems are described which support the brake test, but do not completely replace a wagon master. For example, only the last car in a train set is measured here, but all cars must be reliably integrated into an operational brake test. Since there is no force measurement in the mechanics of the brake system, this method cannot reliably detect all possible errors in the brake system.
    The present invention is therefore based on the object while avoiding the
    Disadvantages of the described prior art to be able to carry out the prescribed brake tests in train formation much faster than before and at the same time to be able to guarantee a high level of safety of the brake test. The invention is intended to
    Brake test managers by automating the brake test at
    Support train preparation and replace the wagon master, since the complete operational brake test can be carried out fully automatically by a single person or in autonomous operation. Leaving the train or individual wagons should only be necessary in the event of an error.
    The invention achieves the stated object by providing a method for
    Carrying out an automatic brake test on a train comprising a number of cars equipped with pneumatic-mechanical brakes, the pneumatic-mechanical brakes being a brake control valve controlled by a main air line and a pneumatically operated brake cylinder, the brake cylinder pressure of which
    Brake control valve is controlled have. The brake cylinder transmits the
    Brake cylinder pressure via mechanical components of the brake, e.g. on
    Brake linkage and a brake linkage adjuster, on a brake pad, in particular one
    Brake pad or brake shoes and thereby generates the braking force of the brake. Everyone
    The car is equipped with an evaluation unit and on each car the
    Brake cylinder pressure and the braking force caused by the brake cylinder pressure are measured, evaluated by the evaluation unit and transmitted to a central device.
    This method allows at least two people (e.g.
    Brake test manager and wagon master) performed train preparation and complete brake test automatically supported by one person or in fully autonomous operation without personnel.
    The actual brake test is carried out in the sense of a check whether an indirect brake with the main air line (HL) builds up a brake cylinder pressure (C pressure) and creates a corresponding braking force in the mechanics (brake linkage, brake caliper, ...). After releasing the brake, the brake pressure must drop again and the force in the mechanics must decrease accordingly. The pressure-force relationship of each car is known and is controlled within a tolerance band or by means of threshold values. With this system of combined pressure and force measurement, the braking function of the wagons can be demonstrated, since potential sources of error, e.g. an applied parking brake, bent brake linkage, lost brake pad, etc. can be reliably recognized and thus the reliability of the brake is ensured.
    The result of the automatic train formation / brake test is automatically saved, no logging on paper is required as before.
    In the document EP 2 323 886 B1 a system is described which has a
    Basic equipment in terms of power generation, radio transmitter with antenna and a position detection device. However, this system does not have a sensor system for measuring the C pressure and the brake linkage force, nor does it have a correspondingly intelligent evaluation and processing unit.
    In a preferred embodiment of the invention, the evaluation units and the central unit communicate with one another via a local radio network, the communication between the central unit and the evaluation units being restricted to the evaluation units of those wagons which are contained in a wagon list defining the train. This allows trains to be prepared independently of one another and simultaneously, even if the range of the local radio networks exceeds each other.
    In order to prevent unauthorized persons / devices from engaging in the brake test method, the invention provides for encrypted communication between the evaluation units and the central device. Due to the high achievable communication security, a challenge-response method is preferably used to authenticate the evaluation units of the cars and the central device itself.
    For this purpose, the train number is first sent to a data server of a rail transport company (EVU) and this answers with a corresponding wagon list, which forms the basis for establishing communication and authentication of the wagons with the key server. When the challenge-response authentication has taken place, all communication between the central device and the wagons is encrypted via the local radio network according to the wagon list. For this purpose, the wagons or their evaluation units report their readiness, as well as identification and position, in encrypted form, and the system checks the wagon sequence based on the track-specific position data. Other wagons within radio range do not report back because they are not in the train set and are not participating in the train preparation / braking test.
    It is particularly advantageous if, in addition to the C pressure and braking force, the switching positions of the changeover devices (on / off, G / P, empty / loaded) are also determined on each car and transmitted to the central unit. As an alternative to the switching positions, the HL pressure can also be measured and evaluated. The switching positions of all changeover devices (on / off, G / P, empty / loaded) can be determined from the combination of C pressure and HL pressure. There is also the option of measuring the leakage test when measuring the HL pressure and automatically documenting it.
    It can cover all aspects of operationally correct, reliable and safe train preparation / brake testing, the wagon master is no longer required for this activity in normal operation.
    If the evaluation units are provided with GPS units, the wagon can be precisely tracked and the wagon sequence can be identified on the basis of the recorded GPS position.
    Exemplary embodiments of the invention are explained below with reference to the drawings. However, the invention is not restricted to these exemplary embodiments. The drawings show:
    Figure 1 shows the schematic diagram of a pneumatic-mechanical rail vehicle brake and the sensor system according to the invention;
    Figure 2 is a schematic diagram of the local radio network according to the invention with the central device and the car according to a car list; and FIG. 3 shows a diagram of the sequential sequence of a challenge-response authentication proposed according to the invention for the communication of the central device with the cars.
    Figure 1 shows schematically the structure of a pneumatic-mechanical brake of a rail vehicle and the sensor system according to the invention for monitoring this brake. The pneumatic-mechanical brake is based on the principle of indirect
    Compressed air brake, in which, by changing the pressure in a main air line (HL), which is both the supply and the control line from a locomotive of a train set containing the rail vehicle, a brake control valve 1 connected to the main air line HL is controlled so that the brake control valve 1 is one
    Controls brake cylinder pressure (C-pressure) 10 depending on the pressure in the main air line HL, the brake cylinder pressure 10 in a brake cylinder 8 in a mechanical
    Force is converted which is generated via mechanical components of the brake, e.g. the
    Brake linkage 3 and the brake linkage adjuster 9 is transferred to a brake pad 2 or another brake pad (e.g. brake shoes for brake discs) and thereby generates the braking force of the brake. The brake can thus be applied to or released from each carriage in the train set — coupled via brake couplings 14 and with the air shut-off valve 13 open — via the main air line HL. The term "indirect" brake comes from the inverse logic used, in that when the HL pressure in the main air line HL drops, the brake control valve 1 increases the brake cylinder pressure 10. This is for security because by using the inverse logic on an unwanted
    Pressure drop in the main air line HL, e.g. due to a crack in the line or a defective brake coupling 14, the train is braked. The brake control valve 1 receives the compressed air for generating the C pressure 10 from a supply air container (R container) 4, which is supplied with compressed air via the main air line HL.
    Furthermore, there are several in the pneumatic-mechanical brake shown in FIG
    Changeover devices are provided, namely an on-off changeover switch 5, a freight train / passenger train changeover switch 6 and a changeover switch for empty / loaded 7. Depending on the positions of the changeover devices 5, 6, 7 mentioned, the brakes of a wagon are completely deactivated, the application time of the brake changed or the
    Brake cylinder pressure 10 adapted to the loading condition of the car. As an alternative to
    Switching device empty / loaded 7, a load weighing valve can also be installed on the carriage, which acts as an adjusting device for the brake cylinder pressure 10 between empty and loaded (or intermediate values) depending on the determined load. In addition, there is the possibility of applying the parking brake 15 via a device (e.g. using a handwheel, crank) and thus generating a force in the brake linkage 3 in order to be able to park the car in a braked manner for a long time without compressed air.
    A force in the brake linkage 3 can thus arise both as a result of the force generated by the brake cylinder pressure 10 in the brake cylinder 8 and as a result of the force exerted by the parking brake 15. It is only through the combined measurement of C-pressure 10 and linkage force F that the operational brake test can be carried out automatically in a way that possible errors - such as bent
    Brake linkage, applied parking brake or lost brake pad - can be reliably recognized. For this reason, the present invention provides for the formation of a sensor p_C for detecting the brake cylinder pressure 10 and a sensor F for detecting a force caused by the brake cylinder pressure 10 in the brake mechanism, which results in a braking force. In order to be able to completely replace the manual activity of a wagon master, an additional sensor I / O for detecting the position of the on-off diverter 5, a sensor G / P for detecting the position of the freight train / passenger train diverter 6 and a sensor l / b for detecting the position of the diverter for empty / loaded 7. The additional sensors mentioned can be designed as position or limit switches on each diverter 5, 6, 7. If a sensor p_HL is provided for detecting the pressure in the main air line HL, the position of the changeover 5, 6, 7 can advantageously be determined by measuring and evaluating the HL pressure in combination with the detected C pressure 10.
    The measurement signals of all sensors installed in the car, i.e. at least the sensor p_C for detecting the brake cylinder pressure 10 and the sensor F for detecting a force caused by the brake cylinder pressure 10 in the brake mechanism, and the optional sensors I / O, G / P, l / b and / or the sensor p_HL for detecting the Pressure in the main air line HL is fed to an on-board evaluation unit 20, which comprises a power supply or power generation 21 for its own energy supply and, if necessary, the energy supply for the connected sensors. Furthermore, the evaluation unit has computing and storage means for performing the necessary calculations for evaluating and storing the received measurement signals, as well as a communication device 22 for secure wireless communication with a portable central device ZG1. Furthermore, the evaluation unit 20 is provided with a GPS unit 23, which provides a track-exact location of the car and recognition of the car order based on the GPS position.
    2 shows schematically the communication between the evaluation units 20 and a central device ZG1 by means of a local radio network - produced by means of communication devices 22 - between the central device ZG1 and all cars equipped with evaluation units 20 within radio range, but especially according to a car list with one locomotive Train association connected wagons a, b, c according to wagon list. The train formation is always based on train numbers and associated wagon lists with the corresponding order of the wagons. After a secure, encrypted connection has been established between the central device ZG1 and the evaluation units 20 of the carriages a, b, c, which is explained in more detail below with reference to the diagram in FIG. 3, all communication takes place between the central device ZG1 and the carriages a, b , c over the local radio network. With evaluation units 20 of the wagons x, y, z, which are not in the
    Wagon list are included, the central device ZG1 cannot establish a connection because it does not have the necessary identification key. Therefore, the central device ZG1 cannot address the evaluation units 20 of the carriages x, y, z, which consequently do not participate in the communication in the radio network. If wagons a, b, c are in the wagon list and therefore participate in the communication in the radio network, according to the wagon order outside the radio range of the local network, the evaluation units 20 or communication devices 22 of other wagons in the wagon list can be used as relay stations ,
    FIG. 3 shows the sequential sequence of setting up a secure radio network connection, with challenge-response authentication of the radio network participants being used.
    Each railway transport company (EVU) has its own data server EVUS1 and clearly assigned central devices (ZG1). If a railway transport company receives the order to bring certain freight wagons from one place to another, this is organized on the basis of train numbers and the wagon lists associated with the train numbers, the wagon lists showing the wagons of the train and their sequence. After the trains have been assembled, the prescribed brake test is carried out according to the invention. In order to prevent unauthorized persons from intervening in the safety-relevant brake test process, a key server SS with the central device ZG1 independently carries out a so-called challenge-response authentication of the cars a, b, c and the central device ZG1.
    The central device ZG1 sends the train number of the train assigned to it to the data server EVUS1 of the rail transport company and this returns the wagon list WL a, b, c with the wagon numbers of the train and their sequence in the train set. This car list WL a, b, c is transferred from the central device ZG1 to the key server SS, which responds with challenge information. With this challenge information, the central device ZG1 now calls the evaluation units 20 of the cars a, b, c from the car list WL a, b, c via the local radio network. The carriages a, b, c addressed by the central device ZG1, i.e. their evaluation units 20 respond with a response message which contains the signed challenge. These responses from the cars are signed by the central device ZG1 and transmitted to the key server SS for checking. The key server SS controls the received ones
    Information on their validity and sends a key packet, which contains the radio key of the correctly authenticated car, whereby the further securely encrypted
    Communication in the local radio network between the central device ZG1 and the
    Evaluation units of the carriages a, b, c can be processed.
    To ensure a secure even in areas without a connection to the SS key server
    To be able to offer communication between the central device ZG1 and the evaluation units 20 with the local radio network, the car list WL a, b, c and the associated key package can also be downloaded in advance to the central device ZG1. In this case, the challenge-response authentication is not fulfilled, but sufficient secure communication in the local radio network is nevertheless achieved.
    The actual brake test can be carried out according to the specifications of the respective railway
    Transport companies or in accordance with national legal requirements.
    权利要求:
    Claims (15)
    [1]
    1. A method for carrying out an automatic brake test on a train, which comprises a number of cars (a, b, c) equipped with pneumatic-mechanical brakes, the pneumatic-mechanical brakes being a brake control valve (1) controlled by a main air line (HL). and a pneumatically operated brake cylinder (8), the brake cylinder pressure (10) of which is controlled by the brake control valve (1), the brake cylinder controlling the brake cylinder pressure (10) via mechanical components of the brake, such as transmits a brake linkage (3) to a brake pad, in particular a brake pad (2) or brake shoes and thereby generates the braking force of the brake, each car being equipped with an evaluation unit (20), the brake cylinder pressure (10) and the braking force caused by the brake cylinder pressure (10) is measured, evaluated by the evaluation unit (20) and transmitted to a central device (ZG1), characterized in that the evaluation units (20) and the central device (ZG1) are transmitted to the via a local radio network Communication devices (22) arranged in carriages communicate with one another, the communication between the central device (ZG1) and the evaluation units (20) being restricted to the evaluation units (20) of those carriages (a, b, c) which are in a list of carriages defining the train ( WL a, b, c) are included.
    1. A method for carrying out an automatic brake test on a train, which comprises a number of cars (a, b, c) equipped with pneumatic-mechanical brakes, the pneumatic-mechanical brakes being a brake control valve (1) controlled by a main air line (HL). and a pneumatically operated brake cylinder (8), the brake cylinder pressure (10) of which is controlled by the brake control valve (1), the brake cylinder controlling the brake cylinder pressure (10) via mechanical components of the brake, such as transmits a brake linkage (3) to a brake pad, in particular a brake pad (2) or brake shoes and thereby generates the braking force of the brake, each car being equipped with an evaluation unit (20), characterized in that the brake cylinder pressure (10 ) and the braking force caused by the brake cylinder pressure (10) is measured, evaluated by the evaluation unit (20) and transmitted to a central device (ZG1).
    [2]
    2. The method according to claim 1, characterized in that the communication between the evaluation units (20) and the central device (ZG1) is encrypted.
    2. The method according to claim 1, characterized in that the evaluation units (20) and the central unit (ZG1) communicate with one another via a local radio network via communication devices (22) arranged on the car, the communication between the central unit (ZG1) and the evaluation units (20) is limited to the evaluation units (20) of those wagons (a, b, c) that are contained in a wagon list (WL a, b, c) that defines the train.
    [3]
    3. The method according to claim 2, characterized in that a challenge-response method is used to authenticate the evaluation units (20) on the central device (ZG1).
    3. The method according to claim 2, characterized in that the communication between the evaluation units (20) and the central device (ZG1) is encrypted.
    [4]
    4. The method according to claim 3, characterized in that the challenge response method comprises the following steps: - a key server (SS) sends a challenge information to the central device (ZG1) - the central device (ZG1) sends the challenge information to the evaluation units (20) of the wagons (a, b, c) from the wagon list (WL a, b, c) via the local radio network; - The evaluation units (20) addressed by the central unit (ZG1) respond with a response message which contains the signed challenge (response) for unambiguous identification; - The central device (ZG1) transmits the response information of the evaluation units (20) together with a signature of the central device (ZG1) to a remote key server (SS) for checking; - The key server (SS) checks the validity of the received information and sends a key packet back to the central device (ZG1), which contains the radio key of the correctly authenticated car; and - the further communication between the central device (ZG1) and the evaluation units (20) takes place using the radio keys received in the key packet.
    4. The method according to claim 3, characterized in that a challenge response method is used to authenticate the evaluation units (20) on the central device (ZG1).
    [5]
    5. The method according to claim 4, characterized in that the central device (ZG1) for initiating the challenge-response authorization sends the train number of the train assigned to it to a data server (EVUS1) and the central device (ZG1) sends the wagon list (WL a, b, c) with the wagons of the train and their order in the train association, whereupon the central device (ZG1) sends this wagon list (WL a, b, c) to the key server (SS), which sends the central device (ZG1) with the Transmission of the challenge information replies.
    5. The method according to claim 4, characterized in that the challenge response method comprises the following steps: - a key server (SS) sends a challenge information to the central device (ZG1) - the central device (ZG1) sends the challenge information to the evaluation units (20) of the wagons (a, b, c) from the wagon list (WL a, b, c) via the local radio network; - The evaluation units (20) addressed by the central unit (ZG1) respond with a response message which contains the signed challenge (response) for unambiguous identification; - The central device (ZG1) transmits the response information of the evaluation units (20) together with a signature of the central device (ZG1) to a remote key server (SS) for checking; - The key server (SS) checks the validity of the received information and sends a key packet back to the central device (ZG1), which contains the radio key of the correctly authenticated car; and - the further communication between the central device (ZG1) and the evaluation units (20) takes place using the radio keys received in the key packet.
    [6]
    6. The method according to claim 2, characterized in that the central device (ZG1) for secure communication with the evaluation units (20) in the local radio network from a data server (EVU1) and / or a key server (SS) a car list (WL a, b, c) of the train and an associated key package with radio keys for the wagons (WL a, b, c) contained in the wagon list (a, b, c), and wherein the communication between the central device (ZG1) and the evaluation units ( 20) using the radio keys from the key package and the car-specific keys.
    6. The method according to claim 5, characterized in that the central device (ZG1) for initiating the challenge-response authorization sends the train number of the train assigned to it to a data server (EVUS1) and the central device (ZG1) sends the wagon list (WL a, b, c) with the wagons of the train and their order in the train association, whereupon the central device (ZG1) sends this wagon list (WL a, b, c) to the key server (SS), which sends the central device (ZG1) with the Transmission of the challenge information replies.
    [7]
    7. The method according to any one of the preceding claims, characterized in that the evaluation units (20) arranged on the carriages (a, b, c) of the train are used as relay stations in the local radio network via the communication devices (22) of the train.
    7. The method according to claim 3, characterized in that the central device (ZG1) for secure communication with the evaluation units (20) in the local radio network from a data server (EVU1) and / or a key server (SS) a car list (WL a, b, c) of the train and an associated key package with radio keys for the wagons (WL a, b, c) contained in the wagon list (a, b, c), and wherein the communication between the central device (ZG1) and the evaluation units ( 20) using the radio keys from the key package and the car-specific keys.
    [8]
    8. The method according to any one of the preceding claims, characterized in that the communication between the central device (ZG1) arranged in the locomotive of the train and the evaluation units (20) of the carriages (a, b, c) of the train is active while the train is traveling remains and faults in the braking system are recognized and reported.
    8. The method according to any one of the preceding claims, characterized in that the evaluation units (20) arranged on the carriages (a, b, c) of the train are used as relay stations in the local radio network via the communication devices (22) of the train.
    [9]
    9. The method according to any one of the preceding claims, characterized in that the evaluation units (20) the position of an on-off diverter 5 of the brake and / or the position of a freight train / passenger train diverter 6 of the brake and / or the position of a diverter record 7 for empty / loaded.
    9. The method according to any one of the preceding claims, characterized in that the communication between the central device (ZG1) arranged in the locomotive of the train and the evaluation units (20) of the cars (a, b, c) of the train is active while the train is traveling remains and faults in the braking system are recognized and reported.
    [10]
    10. The method according to any one of the preceding claims, characterized in that the evaluation units (20) detect the pressure in the main air line HL.
    10. The method according to any one of the preceding claims, characterized in that the evaluation units (20) the position of an on-off diverter 5 of the brake and / or the position of a freight train / passenger train diverter 6 of the brake and / or the position of a diverter record 7 for empty / loaded.
    [11]
    11. Carriage (a, b, c, x, y, z) for rail traffic with a pneumatic-mechanical brake, which is controlled by a main air line (HL) brake control valve (1), a pneumatically operated brake cylinder (8), the brake cylinder pressure (10) is controlled by the brake control valve (1), and mechanical components, such as comprises a brake linkage (3) and a brake linkage adjuster (9), the brake cylinder (8) transmitting the brake cylinder pressure (10) via the mechanical components of the brake to a brake pad, in particular a brake pad (2) or brake shoes, and thereby the braking force of the brake Generated, each car with an evaluation unit (20) is equipped with a wireless communication device (22), characterized in that the car has a sensor (p_C) for detecting the brake cylinder pressure (10) and a sensor (F) for detecting a by the Brake cylinder pressure (10) in the braking mechanism caused force, which results in a braking force, wherein the sensors (p_C, F) are connected to the evaluation unit (20) and the evaluation unit (20) has computing means and storage means and is designed to Carrying out a method for carrying out an automatic brake test on a train according to one of the preceding claims.
    11. The method according to any one of the preceding claims, characterized in that the evaluation units (20) detect the pressure in the main air line HL.
    [12]
    12. Carriage according to claim 11, characterized in that the wireless communication device (22) of the evaluation unit (20) is designed as a relay station for wireless communication devices (22) of further evaluation units (20) in a local radio network of a carriage association.
    12. Carriage (a, b, c, x, y, z) for rail traffic with a pneumatic-mechanical brake, which is controlled by a main air line (HL) brake control valve (1), a pneumatically operated brake cylinder (8), the brake cylinder pressure (10) is controlled by the brake control valve (1), and mechanical components, such as comprises a brake linkage (3) and a brake linkage adjuster (9), the brake cylinder (8) transmitting the brake cylinder pressure (10) via the mechanical components of the brake to a brake pad, in particular a brake pad (2) or brake shoes, and thereby the braking force of the brake Generated, each car with an evaluation unit (20) is equipped with a wireless communication device (22), characterized in that the car has a sensor (p_C) for detecting the brake cylinder pressure (10) and a sensor (F) for detecting a by the Brake cylinder pressure (10) in the braking mechanism caused force, which results in a braking force, wherein the sensors (p_C, F) are connected to the evaluation unit (20) and the evaluation unit (20) has computing means and storage means and is designed to Carrying out a method for carrying out an automatic brake test on a train according to one of the preceding claims.
    [13]
    13. Carriage according to claim 11 or 12, characterized in that a sensor (I / O) for detecting the position of an on-off diverter 5 of the brake and / or a sensor (G / P) for detecting the position of a Freight train / passenger train diverter (6) of the brake and / or a sensor (l / b) is provided for detecting the position of a diverter for empty / loaded (7) the brake, the sensor (s) (5 , 6, 7) are connected to the evaluation unit (20), the sensors preferably being designed as position switches or limit switches.
    13. Carriage according to claim 12, characterized in that the wireless communication device (22) of the evaluation unit (20) is designed as a relay station for wireless communication devices (22) of further evaluation units (20) in a local radio network of a carriage association.
    [14]
    14. Trolley according to one of claims 11 to 13, characterized by a sensor (p_HL) connected to the evaluation unit (20) for detecting the pressure in the main air line (HL).
    14. Trolley according to claim 12 or 13, characterized in that a sensor (I / O) for detecting the position of an on-off switch 5 of the brake and / or a sensor (G / P) for detecting the position of a Freight train / passenger train diverter (6) of the brake and / or a sensor (l / b) is provided for detecting the position of a diverter for empty / loaded (7) the brake, the sensor (s) (5 , 6, 7) are connected to the evaluation unit (20), the sensors preferably being designed as position switches or limit switches.
    15. Trolley according to one of claims 12 to 14, characterized by a sensor (p_HL) connected to the evaluation unit (20) for detecting the pressure in the main air line (HL).
    16. Carriage according to one of claims 12 to 15, characterized in that the evaluation unit (20) is provided with a GPS unit (23), which offers a track-accurate location of the carriage and detection of the carriage order based on the GPS position. claims:
    [15]
    15. Wagon according to one of claims 11 to 14, characterized in that the evaluation unit (20) is provided with a GPS unit (23), which offers a track-accurate location of the wagon and detection of the wagon sequence based on the GPS position.
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    同族专利:
    公开号 | 公开日
    WO2018201171A1|2018-11-08|
    PL3619082T3|2021-05-31|
    EP3619082B1|2020-12-16|
    AT519966B1|2018-12-15|
    EP3619082A1|2020-03-11|
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    DE102010011352A1|2010-03-12|2011-09-15|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Measuring device for carrying out a brake test on a rail vehicle|
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    法律状态:
    2019-03-15| HA| Change or addition of new inventor|Inventor name: CHRISTOPH LORENZUTTI, AT Effective date: 20190214 Inventor name: HERWIG WALTENSDORFER, AT Effective date: 20190214 Inventor name: RALPH MOSER, AT Effective date: 20190214 Inventor name: GUENTER PETSCHNIG, AT Effective date: 20190214 Inventor name: CHRISTOPH ADELMANN, AT Effective date: 20190214 Inventor name: MARTIN JOCH, AT Effective date: 20190214 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50371/2017A|AT519966B1|2017-05-05|2017-05-05|Method for carrying out an automatic brake test on a train and carriage designed for this purpose|ATA50371/2017A| AT519966B1|2017-05-05|2017-05-05|Method for carrying out an automatic brake test on a train and carriage designed for this purpose|
    EP18707228.5A| EP3619082B1|2017-05-05|2018-02-16|Method for carrying out an automatic brake test on a train, and carriage designed for this purpose|
    PL18707228T| PL3619082T3|2017-05-05|2018-02-16|Method for carrying out an automatic brake test on a train, and carriage designed for this purpose|
    PCT/AT2018/060044| WO2018201171A1|2017-05-05|2018-02-16|Method for carrying out an automatic brake test on a train, and carriage designed for this purpose|
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