阅读说明：本技术 具有用于实现紧急制动功能的安全供电装置的电动气动的制动装置 (Electropneumatic brake device with a safety power supply for performing an emergency braking function ) 是由 M-O·赫登 M·菲舍尔 O·里迪格 M·施密特 于 2018-05-22 设计创作，主要内容包括：本发明涉及一种用于轨道车辆的电动气动的制动装置,具有：气动的制动缸(1)；中间容器(2),在中间容器中存储有压缩空气；和压缩空气管路(5),该压缩空气管路被配置用于将压缩空气从中间容器(2)经由阀装置(7)输送给制动缸(1)。所述制动装置被配置用于执行紧急制动功能,其方式是：阀装置(7)从紧急制动回路接收紧急制动信号,以便将压缩空气从中间容器(2)输送到制动缸(1)。该阀装置(7)具有电子控制装置(9),电子控制装置调节从中间容器(2)被输送给制动缸(1)的制动压力。(The invention relates to an electropneumatic brake device for a rail vehicle, comprising: a pneumatic brake cylinder (1); an intermediate container (2) in which compressed air is stored; and a compressed air line (5) which is configured to supply compressed air from the intermediate container (2) to the brake cylinder (1) via a valve device (7). The braking device is configured to perform an emergency braking function by: the valve device (7) receives an emergency brake signal from the emergency brake circuit in order to deliver compressed air from the intermediate reservoir (2) to the brake cylinders (1). The valve device (7) has an electronic control device (9) which regulates the brake pressure supplied from the intermediate reservoir (2) to the brake cylinder (1).)

1. An electropneumatic brake device for a rail vehicle, comprising:

a pneumatic brake cylinder (1);

an intermediate container (2) in which compressed air is stored;

a first compressed air line (3) configured for delivering compressed air to the intermediate container (2) via a check valve (4); and

a second compressed air line (5) which is configured to supply compressed air from the intermediate container (2) to the brake cylinder (1) via a valve device (7);

wherein the braking device is configured to perform an emergency braking function by: the valve device (7) receives an emergency brake signal from the emergency brake circuit in order to deliver compressed air from the intermediate reservoir (2) to the brake cylinders (1),

characterized in that the valve device (7) has an electronic control device (9) which regulates the brake pressure supplied from the intermediate reservoir (2) to the brake cylinder (1).

2. The electro-pneumatic brake device of claim 1,

wherein a plurality of electronic control devices (9) are present and the power supply of the electronic control devices (9) is designed to be fail-safe in that at least one of the following configurations is implemented:

a) the electronic control devices (9) each have a connection which is intended to be connected to a redundant central power supply (13) of the rail vehicle;

b) the electronic control devices (9) are respectively connected to independent and non-redundant power supply devices (14);

c) the electronic control units (9) each have a connection which is intended to be connected to a non-redundant central power supply (16) of the rail vehicle and which is additionally connected to their own individual non-redundant charge storage (15).

3. The electro-pneumatic brake device of claim 2,

wherein the redundant central power supply (13) in configuration a) has at least two independent redundant accumulators or cells; and is

Wherein the respective independent, non-redundant power supply device (14) in configuration b) or the respective independent, non-redundant charge accumulator (15) in configuration c) has a battery, a diode or a capacitor.

4. The electro-pneumatic brake device according to one of claims 1 to 3,

wherein a pressure sensor (11) for detecting the actual brake pressure is arranged in the second compressed air line (5); and is

The brake pressure is regulated in a software-based manner and by means of a predefined setpoint value, either at a constant setpoint value or at a setpoint value that varies over time and can be varied in steps or continuously.

5. The electro-pneumatic brake device according to one of claims 1 to 4,

the electronic control device (9) detects state variables of the electropneumatic brake device in order to carry out a diagnosis of the electropneumatic brake device, wherein the state variables comprise at least the actual brake pressure, the difference between the actual brake pressure and a brake pressure setpoint value, the pressure in the intermediate reservoir (2), the pressure change over time in the brake cylinder (1) or the intermediate reservoir (2), the voltage of a central supply device (13, 16) of the rail vehicle, the voltage of a separate, non-redundant supply device (14) of its own, or the voltage of a separate, non-redundant charge accumulator (15) of its own.

6. The electro-pneumatic brake device according to one of claims 2 to 5,

the charge accumulator (15) in configuration c) is designed such that the capacity of the charge accumulator is sufficient for one, two or three successive emergency braking operations within a predetermined time interval, preferably 30 minutes.

7. Railway vehicle with a bogie (12) or a carriage (12) on which at least two electropneumatic braking devices according to one of claims 1 to 6 are arranged.

8. The rail vehicle according to claim 7,

in this case, the respective setpoint values of the electropneumatic brake device are determined such that a total brake pressure is generated for achieving a total braking force of the rail vehicle.

9. The rail vehicle according to claim 7 or 8,

in order to reduce the total braking force, the rated brake pressure of the at least one electropneumatic brake device is reduced.

10. The rail vehicle as claimed in one of claims 7 to 9, wherein the respective electropneumatic brake device (9) is switchable on and off.

11. Rail vehicle according to one of claims 7 to 10,

the target value of each electropneumatic brake device is determined according to the speed of the rail vehicle, the acceleration of the rail vehicle and/or the mass of the rail vehicle or the associated bogie (12) or car (12).

12. Computer program product, in which a program is stored which, when being executed by an electronic control device (9) of an electro-pneumatic brake device according to one of claims 1 to 6, causes the electro-pneumatic brake device to regulate a brake pressure delivered from an intermediate reservoir (2) to a brake cylinder (1).

Technical Field

The invention relates to an electropneumatic brake device for a rail vehicle, comprising: a pneumatic brake cylinder; an intermediate container in which compressed air is stored; a first compressed air line configured to deliver compressed air to the intermediate container via a check valve; and a second compressed air line configured to supply compressed air from the intermediate reservoir to the brake cylinder via the valve device. The braking device is configured to perform an emergency braking function by: the valve device receives an emergency brake signal from the emergency brake circuit in order to deliver compressed air from the intermediate reservoir to the brake cylinders. The invention also relates to a corresponding rail vehicle and to a corresponding computer program product.

Background

Electropneumatic brake devices are known, in which the valve device is in each case designed as a purely electric, pneumatic or electropneumatic valve. The triggering and the execution of the emergency braking function therefore take place purely electrically, pneumatically or electropneumatically. These systems are in most cases "low-dynamic", i.e. a drop in voltage or pneumatic pressure releases air from an intermediate container which is designed such that its volume is sufficient for up to three successive emergency brakes within a guaranteed duration. The necessary braking force is ensured by the compressed air stored in the intermediate reservoir. The release of compressed air from the intermediate reservoir into the brake cylinder takes place via non-electronic components (i.e. purely electrical, pneumatic or electropneumatic components) and is therefore regarded as sufficiently safe.

Disclosure of Invention

Emergency braking is performed with a high or maximum available braking force, whereby the wheels may jam. The object of the present invention is therefore to provide an electropneumatic brake device which prevents the wheels from locking during emergency braking. This object is achieved by an electropneumatic brake device having the features of claim 1, in that: the valve device has an electronic control unit which regulates the brake pressure supplied from the intermediate reservoir to the brake cylinder. The wheel lock can be prevented by adjusting the brake pressure, which was not possible hitherto with prior art purely electric, pneumatic or electro-pneumatic solutions. This object is also achieved by a rail vehicle having the features of claim 7 and a computer program product having the features of claim 12. Advantageous embodiments of the invention are defined in the dependent claims.

According to a preferred embodiment, a plurality of electronic control units are present and the power supply of the electronic control units is designed to be fail-safe in that: implementing at least one of the following configurations: a) the electronic control devices each have a connection which is intended to be connected to a redundant central power supply of the rail vehicle; b) the electronic control devices are respectively connected to independent non-redundant power supply devices of the electronic control devices; c) the electronic control units each have a terminal which is intended for connection to a non-redundant central power supply of the rail vehicle and are additionally each connected to its own independent non-redundant charge storage device.

This ensures that the brake pressure can be set by using an electronic control device on the one hand and that a fault reliability comparable to that in conventional purely electrical, pneumatic or electropneumatic valves is achieved on the other hand.

The central power supply in configuration a) preferably has at least two independent, redundant accumulators or cells. In the event of failure of one of the batteries, the power supply may be taken over by the other battery. In configurations b) and c), the respective independent, non-redundant power supply or the respective independent, non-redundant charge accumulator preferably has an accumulator or battery, which makes it possible to provide a particularly high capacity. Alternatively, in configurations b) and c) the individual non-redundant supply devices or the individual non-redundant charge stores themselves can preferably have particularly compact diodes or capacitors.

In configuration c), the charge accumulator is preferably designed in such a way that the capacity of the charge accumulator is sufficient for one, two or three successive emergency braking operations within a predetermined time interval, preferably 30 minutes. This ensures the reliability of the emergency braking function.

Preferably, a pressure sensor for detecting the actual brake pressure is arranged in the second compressed air line, said pressure sensor detecting the actual value of the brake pressure. The regulation of the brake pressure is software-implemented and can be carried out by a predetermined setpoint value at a constant setpoint value in order to keep the processor power low. Alternatively, the setpoint value can be predefined at a setpoint value that varies over time in order to improve the response behavior. In this case, the setpoint value, which varies over time, can be varied stepwise or continuously. As a result, the brake pressures of the different brake devices can be individually and optimally adjusted, so that the desired braking performance of the entire rail vehicle can be achieved. The software-implemented brake pressure regulation makes it possible to adapt the setpoint values to the actual situation in a variable manner without having to change the hardware.

Preferably, the electronic control unit detects state variables of the electropneumatic brake system in order to carry out a diagnosis of the electropneumatic brake system, wherein the state variables comprise at least the actual brake pressure, the difference between the actual brake pressure and the setpoint value, the pressure in the intermediate reservoir, the pressure change over time in the brake cylinder or intermediate reservoir, the voltage of a central supply device of the rail vehicle, the voltage of the respective independent, non-redundant supply device or the voltage of the respective independent, non-redundant charge storage device. By using an electronic control device instead of an electric, pneumatic or electropneumatic valve, the diagnostic function can be implemented without further hardware complexity compared to the prior art.

Preferably, the rail vehicle has at least one bogie or carriage on which at least two electropneumatic braking devices according to claim 1 are arranged in each case. Thereby allowing the brake pressure on each bogie or car to be adjusted individually. In addition, redundancy is created because at least two electropneumatic braking devices are present per bogie or car. The invention is particularly advantageous when the rail vehicle has at least two such bogies or cars.

The respective setpoint values of the electropneumatic brake device are preferably determined in such a way that a total brake pressure is generated for achieving the total braking force of the rail vehicle. Further preferably, in order to reduce the total braking force, the setpoint brake pressure of the at least one electropneumatic brake device is reduced. It is further preferred that the respective electropneumatic brake device is switchable on and off.

A preferred feature of the invention is that the setpoint value of the respective electropneumatic brake device is determined as a function of the speed of the rail vehicle, the acceleration of the rail vehicle and/or the mass of the rail vehicle or of the associated bogie or car. As a result, the individual brake pressures can be optimally matched to one another, so that a further improved braking performance of the entire rail vehicle can be achieved.

Drawings

Embodiments of the invention are described below with the aid of the figures.

Fig. 1 shows a schematic basic structure of a part of an electropneumatic brake device for a rail vehicle;

fig. 2 shows a first exemplary embodiment of an arrangement a) of an electropneumatic brake device for a rail vehicle;

fig. 3 shows a second exemplary embodiment of an arrangement b) of an electropneumatic brake device for a rail vehicle; and

fig. 4 shows a third exemplary embodiment of an arrangement c) of an electropneumatic brake device for a rail vehicle.

Detailed Description

Fig. 1 shows a schematic basic structure of a part of an electropneumatic brake system for a rail vehicle. The electropneumatic brake system has a pneumatic brake cylinder 1, an intermediate reservoir 2 in which compressed air is stored, a first compressed air line 3, which is provided for supplying compressed air to the intermediate reservoir 2 via a non-return valve 4, and a second compressed air line 5, which is provided for supplying compressed air from the intermediate reservoir 2 to the brake cylinder 1 via a valve device 7. The first compressed air line 3 is fed via a central main compressed air line 8. The brake device is configured to perform an emergency braking function by the valve device 7 receiving an emergency braking signal from the emergency brake circuit in order to deliver compressed air from the intermediate reservoir 2 to the brake cylinders 1. The intermediate container 2 is preferably designed in such a way that its volume is sufficient for one, two or three successive emergency brakes to be carried out within a predetermined time interval, preferably 30 minutes.

According to the invention, the valve device 7 has an adjusting unit 10, for example an electromagnetic valve, and an electronic control unit 9, which actuates the adjusting unit 10 in such a way that the brake pressure supplied from the intermediate reservoir 2 to the brake cylinder 1 is adjusted. The electronic control means 9 may be constituted by a microcontroller. Reference numeral 6 denotes a line for a power supply of the valve device 7 including an electronic control device 9 and a regulating unit 10.

The above-described part of the basic structure, as it is shown in fig. 1, is used in a number of the embodiments described below, which differ only in the configuration of the power supply device.

Fig. 2 shows a first exemplary embodiment of an arrangement of an electropneumatic brake device for a rail vehicle. A rail vehicle is shown which consists of three bogies 12 or cars 12 with corresponding sets of wheels. Each wheel set is provided with at least one valve device 7. A plurality of electronic control units 9 arranged in the respective valve unit 7 thus coexist, and the supply device of each electronic control unit 9 is designed to be fail-safe in that: the electronic control devices 9 each have a connection which is intended to be connected to a redundant, central power supply 13 of the rail vehicle. Preferably, the central power supply 13 has at least two independent, redundant accumulators or cells.

Fig. 3 shows a second exemplary embodiment of an arrangement of an electropneumatic brake device for a rail vehicle. A rail vehicle is shown which consists of three bogies 12 or cars 12 with corresponding sets of wheels. Each wheel set is provided with at least one valve device 7. Each bogie 12 or car 12 is thus provided with a plurality of (i.e. at least two) electro-pneumatic braking devices. A plurality of electronic control units 9 arranged in the respective valve unit 7 thus coexist, and the supply device of each electronic control unit 9 is designed to be fail-safe in that: the electronic control devices 9 are each connected to a separate, non-redundant power supply device 14.

Fig. 4 shows a third exemplary embodiment of an arrangement of an electropneumatic brake device for a rail vehicle. A rail vehicle is shown which consists of three bogies 12 or cars 12 with corresponding sets of wheels. Each wheel set is provided with at least one valve device 7. A plurality of electronic control units 9 arranged in the respective valve unit 7 thus coexist, and the supply device of each electronic control unit 9 is designed to be fail-safe in that: the electronic control devices 9 each have a connection which is intended to be connected to a non-redundant central power supply 16 of the rail vehicle and in such a way that: the electronic control units are additionally each connected to their own independent, non-redundant charge storage 15. The charge accumulator 15 is preferably designed such that its capacity is sufficient for one, two or three successive emergency braking operations within a predetermined time interval, preferably 30 minutes.

In the second and third exemplary embodiments, the separate, non-redundant power supply 14 or the separate, non-redundant charge storage 15 is preferably an accumulator, (dry) battery, diode or capacitor. The capacitor may be a so-called super capacitor.

A pressure sensor for detecting the actual brake pressure is preferably arranged in the second brake compressed air line 5 according to fig. 1. The actual brake pressure is fed back as an actual value in the control circuit to the electronic control unit 9, which regulates the brake pressure by means of a comparison between the actual value and a setpoint value. The regulation of the brake pressure by means of such a predefined setpoint value can be carried out either with a constant setpoint value or with a setpoint value that varies over time. The control of the brake pressure by the electronic control unit 9 is implemented in software, for example, in such a way that the setpoint values are calculated by an algorithm that includes various parameters.

Preferably, the electronic control unit 9 detects state variables of the electropneumatic brake system in order to carry out a diagnosis of the electropneumatic brake system, wherein the state variables comprise at least the actual brake pressure, the difference between the actual brake pressure and its setpoint value, the pressure in the intermediate reservoir 2, the pressure change over time in the brake cylinder 1 or in the intermediate reservoir 2, the voltage from the central supply 13, 16 of the rail vehicle 12, the voltage of the separate, non-redundant supply 14, or the voltage of the separate, non-redundant charge store 15.

In fig. 2 to 4, it is shown that the rail vehicle comprises at least two bogies 12 or cars 12, on each of which at least two of the above-described electropneumatic brake devices are arranged.

In this way, it is possible to determine the respective setpoint values of the electropneumatic brake device in such a way that a total brake pressure is generated for achieving the total braking force of the rail vehicle. Preferably, in order to reduce the total braking force, the setpoint brake pressure of the at least one electropneumatic brake device is reduced. It is also possible to switch on and off the respective electropneumatic brake device as required. The setpoint value of the respective electropneumatic brake device can be varied stepwise and/or continuously.

The setpoint value of the respective electropneumatic brake device is preferably determined as a function of the speed of the rail vehicle, the acceleration of the rail vehicle and/or the mass of the rail vehicle or of the associated bogie 12 or car 12.

The brake pressure regulation by the electronic control unit 9 is implemented in software. For this purpose, a computer program product, for example a memory, is provided, in which a program is stored which, when executed by the electronic control unit 9 of the electropneumatic brake system, causes the electropneumatic brake system to set the brake pressure supplied to the brake cylinders 1 from the intermediate reservoir 2.

The above-described embodiments can be varied within the framework of the scope of protection defined in the attached claims.

List of reference numerals

1 brake cylinder

2 intermediate container

3 first compressed air line

4 check valve

5 second compressed air line

6 power supply line

7 valve device

8 main compressed air pipeline

9 electronic control device

10 solenoid valve

11 pressure sensor

12 bogie or carriage

13 redundant central power supply

14 non-redundant power supply

15 non-redundant charge storage

16 non-redundant central power supply