| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 1 | 一种矿用电机车脚踏轮式液压制动装置 | CN201611194936.8 | 2016-12-21 | CN106672012A | 2017-05-17 | 李德一 |
| 本发明公开了一种矿用电机车脚踏轮式液压制动装置，包括制动器、制动轮、脚踏注油泵箱、注油泵、补充油箱和管路系统，所述制动器包括底座和两个顶推抱紧装置，所述制动轮安装于电动机或减速机轴头上，制动轮位于制动器两侧的两个顶推抱紧装置的制动瓦之间，所述顶推抱紧装置通过管路系统连接注油泵，所述管路系统由进油管、主油管、分油管和四通分配器组成，进油管连接补充油箱和注油泵，主油管连接四通分配器，四通分配器通过分油管连接顶推抱紧装置，所述注油泵通过进油管连接补充油箱。本发明制动时，制动力矩强大，操作轻便，动作反应速度快，控制稳定精准，安全、可靠；结构合理，安装、维修方便。 | ||||||
| 2 | 用于在轨道车辆中控制启动过程的方法 | CN201480054096.8 | 2014-09-01 | CN105593057A | 2016-05-18 | 蒂尔·福斯特; 斯特凡·哈斯勒; 托尔斯滕·施蒂茨勒 |
| 本发明涉及一种用于控制电驱动的车辆的启动过程的方法，所述电驱动的车辆的电动马达经由变流器来馈电，其中确定对于防止车辆的回退所必要的保持力矩。通过使用用于确定车厢质量的传感器和用于确定路段倾斜度的传感器，可以精确地确定保持力矩。为了实现电驱动的车辆的不损伤机器的启动过程提出：只要所确定的马达转速(n)小于预设的极限转速(n1)，牵引力矩(MT)就由车辆的控制单元限制到与保持力矩(MF)相关的极限力矩(MG)上，并且仅当马达转速(n)大于极限转速(n1)时，牵引力矩(MT)才由控制单元提高超过极限力矩(MG)。 | ||||||
| 3 | 铁道车辆用制动系统、铁道车辆用制动控制装置以及铁道车辆用制动控制方法 | CN201480044101.7 | 2014-08-05 | CN105452049A | 2016-03-30 | 津坂贵裕 |
| 提供一种能够通过更加简单的结构来实现控制的多重复用的铁道车辆用制动系统、铁道车辆用制动控制装置以及铁道车辆用制动控制方法。铁道车辆用制动系统(1)具备针对构成编组(104)的多个车辆(101、102、103)分别设置的多个制动控制装置(11、12、13)。各制动控制装置(10(11、12、13))能够经由传输装置(20)向其它制动控制装置(10)输出本车辆(101、102、103)的信息，并且能够使用从其它制动控制装置(10)向传输装置(20)输出的信息来计算多个车辆(101、102、103)整体的制动所需的必要整体制动力值(BRA)。 | ||||||
| 4 | JPS4891710A - | JP995873 | 1973-01-25 | JPS4891710A | 1973-11-29 | |
| 5 | 鉄道車両用ブレーキシステム、鉄道車両用ブレーキ制御装置、および、鉄道車両用ブレーキ制御方法 | JP2015530906 | 2014-08-05 | JPWO2015020062A1 | 2017-03-02 | 貴裕 津坂 |
| よりシンプルな構成で制御の多重化を実現できる、鉄道車両用ブレーキシステム、鉄道車両用ブレーキ制御装置、および、鉄道車両用ブレーキ制御方法を提供する。鉄道車両用ブレーキシステム1は、編成104を構成する複数の車両101,102,103に個別に設けられる複数のブレーキ制御装置11,12,13を備える。各ブレーキ制御装置10(11,12,13)は、自車両101,102,103の情報を伝送装置20を介して他のブレーキ制御装置10へ出力可能であり、かつ、他のブレーキ制御装置10から伝送装置20へ出力された情報を用いて、複数の車両101,102,103全体の制動に必要な必要全体ブレーキ力値BRAを算出可能である。 | ||||||
| 6 | JPS5026804B2 - | JP995873 | 1973-01-25 | JPS5026804B2 | 1975-09-03 | |
| 7 | BAHNANTRIEB MIT BREMSEINRICHTUNG | EP15790130.7 | 2015-11-04 | EP3186127B1 | 2018-10-10 | HANNES, Manfred; PFANNSCHMIDT, Bernd |
| 8 | BAHNANTRIEB MIT BREMSEINRICHTUNG | EP15790130.7 | 2015-11-04 | EP3186127A1 | 2017-07-05 | HANNES, Manfred; PFANNSCHMIDT, Bernd |
| The invention relates to a rail vehicle drive (1) comprising two drive wheels (2) which rotate about an axis (11) and are connected by means of a wheel set shaft (3), a shaft (13) of a dynamoelectric machine rotating about an additional axis (12) is arranged parallel to the axis. Said wheel set shaft (3) and the shaft (13) are connected in a positive fit by means of a transmission, at least one brake device (6) being arranged between the transmission (4) and the dynamoelectric machine (8). | ||||||
| 9 | 철도 차량용 브레이크 시스템, 철도 차량용 브레이크 제어 장치, 및, 철도 차량용 브레이크 제어 방법 | KR1020167004963 | 2014-08-05 | KR1020160040609A | 2016-04-14 | 즈자카다카히로 |
| 보다심플한구성으로제어의다중화를실현할수 있는, 철도차량용브레이크시스템, 철도차량용브레이크제어장치, 및, 철도차량용브레이크제어방법을제공한다. 철도차량용브레이크시스템(1)은, 편성(104)을구성하는복수의차량(101, 102, 103)에개별로설치되는복수의브레이크제어장치(11, 12, 13)를구비한다. 각브레이크제어장치(10(11, 12, 13))는, 자차량(101, 102, 103)의정보를전송장치(20)를통해서다른브레이크제어장치(10)에출력가능하고, 또한다른브레이크제어장치(10)로부터전송장치(20)에출력된정보를사용하여, 복수의차량(101, 102, 103) 전체의제동에필요한필요전체브레이크력값(BRA)을산출가능하다. | ||||||
| 10 | 기관차용 제동장치 | KR1020130021216 | 2013-02-27 | KR101435027B1 | 2014-08-27 | 이재규 |
| The present invention relates to a break device for a locomotive which comprises a cylinder part where the length can be variable; an adhered part which is built in the cylinder to be rotatable and limits the rotation of a wheel by contacting the wheel; a rod unit which is connected to the adhered part and delivers driving force of the adhered part; a compressing part which is connected to the rod unit, is symmetrically positioned to the adhered part, and limits the rotation of the wheel by contacting the wheel; an adjusting part which adjusts the location of the compressing part by changing the location which is combined to the rod part; and a fixing part which is mounted on the compressing part and controls the movement of the compressing part. The present invention enables the adjusting the locations of either the adhered part or the pressured part. | ||||||
| 11 | BAHNANTRIEB MIT BREMSEINRICHTUNG | EP15790130.7 | 2015-11-04 | EP3186127B8 | 2018-11-21 | HANNES, Manfred; PFANNSCHMIDT, Bernd |
| 12 | BRAKE SYSTEM FOR RAIL CARS, BRAKE CONTROL DEVICE FOR RAIL CAR, AND BRAKE CONTROL METHOD FOR RAIL CARS | EP14835236 | 2014-08-05 | EP3031657A4 | 2017-04-12 | TSUZAKA TAKAHIRO |
| 13 | BRAKE SYSTEM FOR RAIL CARS, BRAKE CONTROL DEVICE FOR RAIL CAR, AND BRAKE CONTROL METHOD FOR RAIL CARS | EP14835236.2 | 2014-08-05 | EP3031657A1 | 2016-06-15 | TSUZAKA,Takahiro |
Provided are a brake system, a brake device, and a method of controlling brakes for railroad cars in which control can be multiplexed with a simple configuration. In a brake system 1 for railroad cars includes brake control devices 11,12,13 provided in railroad cars 101, 102 103 respectively that form a unit 104. Each brake control device 10 (11, 12, 13) is capable of outputting information of the corresponding car (101, 102, 103) to the other brake control devices 10 through a transmission device 20. The brake control device 10 can calculate a total necessary braking force value BRA required for braking all of the cars 101, 102 103 using the information output from the other brake control devices 10 to the transmission device 20. |
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| 14 | VERFAHREN ZUM STEUERN EINES ANFAHRVORGANGS BEI EINEM SCHIENENFAHRZEUG | EP14758848.7 | 2014-09-01 | EP3024689A1 | 2016-06-01 | FÖRSTER, Till; HASSLER, Stefan; STÜTZLE, Thorsten |
| The invention relates to a method for controlling a drive-off process of an electrically driven vehicle, the electric motor of which is fed via a converter, wherein a holding torque necessary to prevent the vehicle from rolling back is determined. By using sensors for determining carriage masses and sensors for determining route inclinations, the holding torque can be precisely determined. In order to achieve a drive-off process of the electrically driven vehicle that is gentle on the electric motor, according to the invention, as long as a determined rotational motor speed (n) is less than a specified limit rotational speed (n 1), a traction torque (M T) is limited by a control unit of the vehicle to a limit torque (M G) dependent on the holding torque (M F), and the traction torque (M T) is increased beyond the limit torque (M G) by the control unit only once the rotational motor speed (n) is greater than the limit rotational speed (n 1). | ||||||
| 15 | Bahnantrieb mit Bremseinrichtung | EP14193241.8 | 2014-11-14 | EP3020611A1 | 2016-05-18 | Hannes, Manfred; Pfannschmidt, Bernd |
Die Erfindung betrifft einen Antrieb (1) eines Schienenfahrzeugs mit zwei um eine Achse (11) rotierende und durch eine Radsatzwelle (3) verbundene Treibräder (2), wobei achsparallel eine um eine weitere Achse (12) rotierende Welle (13) einer dynamoelektrischen Maschine angeordnet ist, wobei die Radsatzwelle (3) und die Welle (13) über ein Getriebe kraftschlüssig verbunden sind, wobei zwischen Getriebe (4) und dynamoelektrischer Maschine (8) zumindest eine Bremsvorrichtung (6) angeordnet ist.
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| 16 | RAIL VEHICLE DRIVE WITH A BRAKE DEVICE | US15526433 | 2015-11-04 | US20180297617A1 | 2018-10-18 | Manfred HANNES; Bernd PFANNSCHMIDT |
| A drive of a rail vehicle includes two drive wheels and a wheel set shaft which connects the drive wheels for rotation about an axis. A dynamoelectric machine includes a shaft extending axially parallel to the wheel set shaft and mounted for rotation about a further axis. A transmission connects the shaft of the dynamoelectric machine and the wheel set shaft by a non-positive fit. Placed between the dynamoelectric machine and the transmission is a coupling which is configured for direct attachment of a brake disk of a braking apparatus which is arranged between the transmission and the dynamoelectric machine. | ||||||
| 17 | Brake system for rail cars, brake control device for rail car, and brake control method for rail cars | US14909605 | 2014-08-05 | US09764745B2 | 2017-09-19 | Takahiro Tsuzaka |
| Provided are a brake system, a brake device, and a method of controlling brakes for railroad cars in which control can be multiplexed with a simple configuration. In a brake system 1 for railroad cars includes brake control devices 11, 12, 13 provided in railroad cars 101, 102 103 respectively that form a unit 104. Each brake control device 10 (11, 12, 13) is capable of outputting information of the corresponding car (101, 102, 103) to the other brake control devices 10 through a transmission device 20. The brake control device 10 can calculate a total necessary braking force value BRA required for braking all of the cars 101, 102 103 using the information output from the other brake control devices 10 to the transmission device 20. | ||||||
| 18 | VEHICLE SYSTEM AND METHOD | US14764999 | 2014-02-19 | US20150367862A1 | 2015-12-24 | Lamar K. LEDBETTER; Kevin M. Fisher; Jared K. Cooper |
| A vehicle system comprises an interface assembly and a controller both on board a first rail vehicle. The interface assembly comprises one or more mechanical couplers, fuel couplers, fluid couplers, and electrical connectors, to detachably couple the first rail vehicle to a separate, adjacent fuel tender vehicle, for the transfer of one or more of fuel (e.g., compressed natural gas) from the fuel tender vehicle to the first rail vehicle, heated fluid from the first rail vehicle to the fuel tender vehicle (e.g., for regasification of liquid natural gas stored in the fuel tender vehicle to the compressed natural gas), or electrical power and/or control signals between the first rail vehicle and the fuel tender vehicle. The controller is configured to at least partially control operations of the first rail vehicle in relation to interfacing with the fuel tender vehicle for fuel transfer, heated fluid transfer, etc. | ||||||
| 19 | Electro-pneumatic brake system | US3734571D | 1972-01-25 | US3734571A | 1973-05-22 | COCCIA R |
| Digital application and release brake control signals generated by an electronic operating unit in accordance with the difference between a desired retardation signal and the available dynamic brake effort are provided to control a pair of thyristors in an a.c. control circuit for energizing one or the other of separate field windings of a torque motor, the output shaft of which drives a pneumatic relay valve device between application, lap and release positions, accordingly. The output of the relay valve provides friction brake effort sufficient to compensate for the inability of the dynamic brake to satisfy the desired level of ratardation called for. A pneumatic means of controlling the relay valve device independent of the torque motor is available to assure friction braking in the event the torque motor drive fails.
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| 20 | Pressure and vacuum brake systems interlock apparatus | US52290655 | 1955-07-19 | US2861842A | 1958-11-25 | BORST DOUGLAS R |
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