GB1007126A - Rail vehicle anti-slip apparatus - Google Patents
Rail vehicle anti-slip apparatusInfo
- Publication number
- GB1007126A GB1007126A GB45044/61A GB4504461A GB1007126A GB 1007126 A GB1007126 A GB 1007126A GB 45044/61 A GB45044/61 A GB 45044/61A GB 4504461 A GB4504461 A GB 4504461A GB 1007126 A GB1007126 A GB 1007126A
- Authority
- GB
- United Kingdom
- Prior art keywords
- valve
- switch
- operated
- relay
- contactor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/10—Indicating wheel slip ; Correction of wheel slip
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/08—Preventing wheel slippage
- B61C15/12—Preventing wheel slippage by reducing the driving power
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
1,007,126. Fluid-pressure brakes. KRAUSSMAFFEI A.G. Dec. 15, 1961 [Dec. 17, 1960; Feb. 25, 1961; April 29, 1961], No. 45044/61. Heading F2F. [Also in Divisions B7 and H2] The circuit of an electrically-controlled pneumatically-operated sanding apparatus for a self-propelled rail vehicle, includes a battery 6, Fig. 1, a switch 3 movable in accordance with the movements of the main driving output control of the vehicle; a switch 5 for the direct manual operation of the sanding apparatus; a forward-and-reverse drive position switch 9 connected to solenoid-operated compressed air valves 12, 13 for supplying air from a reservoir 15 to the sand scattering valves 18 of sand containers 19 adjacent the driven wheels 1, 2; and an electric pulse emitter 22 comprising a direct current generator 23 having its armature terminals connected by a circuit including a condenser 24 and the winding 25 of a polarized relay 26 adjustable by a variable resistance 27 the pulse emitter being responsive to sudden irregular variations of generator voltage which occur when the wheels tend to spin. The contacts 28, 29 and armature 30 of the relay 26, which armature is movable in response to sudden accelerations or retardations are connected to the winding 31 of a contactor 32 which when operative is placed in parallel, through the agency of the switch 3, with the switch 5. The relay 26 and the contactor 32 constitute first and second amplifier stages respectively, the first stage being highly sensitive and the second being weakly sensitive and highly amplifying. When the contactor is inoperative as shown, a condenser 39 is caused to be charged-up by the battery 6. Providing the switch 3 is in the higher output drive positions, as determined by a sector contact 42, the apparatus will be operated as soon as the wheels tend to spin. When the contactor 32 is operated the switch 5 is short-circuited and the condenser 39 is discharged through the contactor coil 31 in order to delay its release. As shown the circuit may control, independently of or additionally to the sanding device, solenoidoperated valves 54, 55 to operate an anti-spin brake and the main driving motor regulator, respectively. The polarized relay 26 may be replaced by a current transformer and the secondary winding of the latter is connected to an electronic amplifier. In this instance the sand scattering apparatus is operable wholly pneumatically the switches 5 and 9 being replaced by a press key-operated valve and a two-way valve respectively, the press keyoperated valve being by-passed when necessary by a solenoid-operated valve controlled by the pulse-emitter. In another embodiment the polarized relay 26 is replaced by a resistance having in parallel therewith an electronic amplifying pulse generator or a transductor amplifier. Referring to the embodiment of Figs. 4 to 6 in which two railway vehicle bogies 64, 65, Fig. 5, are independently driven by diesel engines 56, 57, each of which drives a change-speed gear 59 connected to the wheel sets 1 and 2 of the bogie, the fuel injector pumps 69 of the engines are controlled by pneumatic apparatus 68, each connected through a twoway relay valve 70 to a press-key valve 3 connected to a reservoir 15. The valve 70 is operable when pronounced wheel spin occurs, by a solenoid 71, connectable by an electric control lead 106 or 107 to the main electric control circuit. The valve 70 normally connects the valve 3 with apparatus 68 through positions A and C but when the solenoid 71 is energized the connections A and B are made and the apparatus 68 is connected to atmosphere through a pressure reducing valve 72, thus causing the engine to slow down. Electric motors instead of the diesel engines 56, 57 may be controlled in an analogous manner. The energizing of the lead 106 or 107 also controls the brakes as shown in Fig. 6. The normal direct or indirect braking is effected in known manner through a conduit 74, non-return valves 79 and the brake cylinders 73. However, when the lead 106 or 107 is energized a solenoidoperable valve 75 connects the air reservoir 15 to the cylinder 73 through a pressure reducing valve 76 and non-return valve 78, thus applying a light braking. Referring to Fig. 4, each bogie is directly coupled to a pulse emitter 22 the armatures 23 of which are connected in parallel and to a comparison apparatus 89. The polarized relays 26 and contactors 32 are arranged as before but the switch 5 and the forward-and-reverse drive switch are each double-poled. The comparison apparatus 89 has two slow-to-operate coils 91, 92 connected in the circuit of the armatures 23 and controlled by a voltage-divider 93, 95. Under normal conditions with all wheels gripping the rails 21, the armature 96 of the comparison apparatus is as shown since no current flows in the coils 91, 92. Should, for example, the left hand generator 23 suddenly speed up due to wheel slip the left-hand bogie wheels 1, 2 will be sanded and slip prevented. However, if the sand supply fails, e.g. is frozen, spinning actually occurs and operates the left-hand coil 92 whereby the coil 99 of a contactor 101 is operated to positively disconnect the left-hand relay 26 from the battery and make contacts 103, 105 to energize the lead 106 whereby the brake and/or driving motor of the left-hand bogie 64 are operated as described earlier. According to a modification described with reference to Fig. 7 (not shown) one polarized relay 26 and one contact 32 may control both bogies. In a further embodiment described with reference to Fig. 8 (not shown) both pulse generators are separately excited and connected in parallel, the excitation windings being energized through a voltagedivider and in this instance the comparison apparatus includes a pole-reversing switch. In this embodiment the electrical circuit also provides a guard against wheel-locking by the brakes as described with reference to Fig. 9 (not shown). The embodiment of Fig. 8 (not shown) may be further modified to halve the number of contactors 32, 101 and the number of air valvecontrol solenoids, as described with reference to Fig. 10 (not shown).
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DEK42423A DE1188641B (en) | 1960-12-17 | 1960-12-17 | Anti-skid device for driving wheel sets of rail vehicles, especially of locomotives |
DEK43004A DE1203814B (en) | 1961-02-25 | 1961-02-25 | Anti-skid device for driving wheel sets of rail vehicles, especially of locomotives |
DEK43610A DE1209588B (en) | 1961-04-29 | 1961-04-29 | Anti-skid device for driving wheel sets of rail vehicles, especially of locomotives |
Publications (1)
Publication Number | Publication Date |
---|---|
GB1007126A true GB1007126A (en) | 1965-10-13 |
Family
ID=27211182
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GB45044/61A Expired GB1007126A (en) | 1960-12-17 | 1961-12-15 | Rail vehicle anti-slip apparatus |
Country Status (2)
Country | Link |
---|---|
CH (1) | CH415723A (en) |
GB (1) | GB1007126A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2628689A1 (en) * | 1988-03-18 | 1989-09-22 | Teves Gmbh Alfred | METHOD AND ARRANGEMENT OF CIRCUITS FOR CONTROLLING A SYSTEM FOR CONTROLLING THE TRACTION SLIDING OF A VEHICLE WITH ACTION ON THE BRAKES AND THE ENGINE |
WO2013034696A1 (en) * | 2011-09-09 | 2013-03-14 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method for applying an adhesion-promoting product to a rail |
CN112319538A (en) * | 2020-11-17 | 2021-02-05 | 中车株洲电力机车有限公司 | Virtual rail train and braking system and braking method thereof |
-
1961
- 1961-11-24 CH CH1369461A patent/CH415723A/en unknown
- 1961-12-15 GB GB45044/61A patent/GB1007126A/en not_active Expired
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2628689A1 (en) * | 1988-03-18 | 1989-09-22 | Teves Gmbh Alfred | METHOD AND ARRANGEMENT OF CIRCUITS FOR CONTROLLING A SYSTEM FOR CONTROLLING THE TRACTION SLIDING OF A VEHICLE WITH ACTION ON THE BRAKES AND THE ENGINE |
GB2217479A (en) * | 1988-03-18 | 1989-10-25 | Teves Gmbh Alfred | Traction slip control system |
US5058699A (en) * | 1988-03-18 | 1991-10-22 | Alfred Teves Gmbh | Process and circuit configuration for controlling a tsc-system with brake and motor management |
GB2217479B (en) * | 1988-03-18 | 1992-08-19 | Teves Gmbh Alfred | Process and circuit configuration for controlling a tractionslip control system |
WO2013034696A1 (en) * | 2011-09-09 | 2013-03-14 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method for applying an adhesion-promoting product to a rail |
CN103781636A (en) * | 2011-09-09 | 2014-05-07 | 克诺尔-布里姆斯轨道车辆***有限公司 | Method for applying an adhesion-promoting product to a rail |
CN103781636B (en) * | 2011-09-09 | 2016-06-29 | 克诺尔-布里姆斯轨道车辆***有限公司 | It is a kind of for the medium promoting tack is applied method in orbit |
RU2607909C2 (en) * | 2011-09-09 | 2017-01-11 | Кнорр-Бремзе Зюстеме Фюр Шиненфарцойге Гмбх | Method of friction increasing agent application onto rail |
CN112319538A (en) * | 2020-11-17 | 2021-02-05 | 中车株洲电力机车有限公司 | Virtual rail train and braking system and braking method thereof |
CN112319538B (en) * | 2020-11-17 | 2022-04-08 | 中车株洲电力机车有限公司 | Virtual rail train and braking system and braking method thereof |
Also Published As
Publication number | Publication date |
---|---|
CH415723A (en) | 1966-06-30 |
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