A braking system adapted to perform emergency braking by electrodynamic braking, a corresponding braking method, and a vehicle

Abstract

A braking system adapted to perform emergency braking by electrodynamic braking, a corresponding braking method, and a vehicle. A braking system (200) for at least one vehicle, in particular for at least one railway vehicle, is described, which braking system comprises electrodynamic braking means (202), pneumatic braking means, electrical energy supply means (206), and connection means (204) configured to take a first state adapted to permit the flow of electrical energy from the electrical energy supply means (206) to the electrodynamic braking means (202) and a second state adapted to prohibit the flow of electrical energy from the electrical energy supply means (206) to the electrodynamic braking means (202), and first control means (207). The first control means is configured to control the transition of the connection means (204) from the first state to the second state and vice versa, as well as the operation of the electrodynamic braking means and the pneumatic braking means. A braking method and a vehicle are also described.

Description

Technical Field

[0001] The present invention generally relates to the field of vehicles, and in particular, to a braking system for at least one vehicle, in particular for at least one railway vehicle, a corresponding braking method, and a vehicle.

Background Art

[0002] Hereinafter, the prior art will be described, particularly with respect to the field of railway vehicles. However, the following description may also be applicable to vehicles in other fields in some cases.

[0003] In many railway vehicles, regardless of whether they are mass transit trains, regional trains, or high-speed trains, emergency braking is achieved by a pneumatic braking system that applies braking force by applying compressed air to a piston housed in a special cylinder known as a brake cylinder.

[0004] The above braking force is provided by a special element known as a friction pad driven by the aforementioned pneumatic piston.

[0005] Therefore, the braking force is applied through a friction element that utilizes the frictional force between surfaces to reliably stop the railway vehicle.

[0006] The contact surfaces are usually an element known as a brake pad to which a friction material is applied and driven by the aforementioned pneumatic piston, and a circular element known as a brake disc integrated with the wheel W or the axle of the railway vehicle.

[0007] The contact surfaces may also be a brake pad driven by the aforementioned pneumatic piston and the wheel W of the railway vehicle. Therefore, it is known that emergency braking can be reliably performed due to the wear of a specific friction material.

[0008] However, the above solutions have the following disadvantages.

[0009] The aforementioned wear and damage of the specific friction material required to reliably effect emergency braking at a high level of safety (safety level = 4 according to European standard EN50126) has many drawbacks.

[0010] The first drawback relates to the release of particulate matter into the atmosphere, typified by the particles discharged from the friction material in contact during emergency braking.

[0011] The second drawback resulting from the use of the aforementioned friction material relates to the wear of both the aforementioned brake pads and the aforementioned contact surface (disc or wheel).

[0012] The third drawback is that the energy generated during the friction of the aforementioned friction material is completely dissipated as heat and cannot be reused.

[0013] The fourth drawback is the size and / or total number of the brake cylinders and associated brake pads of a railway vehicle. In particular, since a large amount of energy is required to stop the vehicle during emergency braking, it is necessary to size the braking system to include a certain number of brake pads associated with specific brake cylinders. This has an adverse effect on the cost of the braking system, installation cost, and maintenance cost.

[0014] The fifth drawback is that it is difficult to fit the brake cylinders and associated brake pads, both in terms of quantity and size, into the available space on the underframe of a railway vehicle.

[0015] For the above-mentioned drawbacks, a known solution has been found to use an electrodynamic braking system during emergency braking.

[0016] As shown in Figure 1, an electrodynamic braking system 100 that applies a braking force to a vehicle using a magnetic field is known not to use any friction material and not to generate the aforementioned particulate matter.

[0017] The magnetic field may be generated, for example, from the electric motor 102 corresponding to each wheel W, and the electromagnetic braking force may be generated using the magnetic field during braking.

[0018] Furthermore, by using the electromagnetic braking system 100, it is possible to recover the energy that would be lost in the above-described pneumatic system.

[0019] However, it is also known that existing electromagnetic braking systems are, in most cases, systems with a safety level (SIL according to EN 50126) lower than the level required for emergency functions.

[0020] In this case, the option of using the above-described electromagnetic braking system during emergency braking is completely impaired.

[0021] As shown in FIG. 1, in a known braking system, a connection means 104 is interposed between the electric energy supply means 106 and the electromagnetic braking system 100. The opening and closing of the connection means can be controlled by a control means 108 such as a control means for vehicle management. When it is necessary to use the electromagnetic braking system during normal braking, this control means 108 may maintain the connection means 104 in a closed state. On the other hand, during emergency braking, the control means 108 may open the connection means 104 and perform emergency braking by means of a pneumatic braking system having a high safety level, thereby avoiding the electromagnetic braking system (which has a low safety level).

[0022] One of the known solutions to the above problems is to change the existing design of the electromagnetic braking system for the purpose of increasing the safety level.

[0023] However, considering the complexity and cost of the change, the system most widely used during emergency braking is still the pneumatic braking system.

Summary of the Invention

[0024] Accordingly, one object of the present invention is to provide a braking system, a corresponding braking method, and a vehicle that solve the above-mentioned drawbacks related to the difficulty of using an electrodynamic braking system during emergency braking.

[0025] In particular, the present invention does not provide the well-known but costly option of changing the design of the electrodynamic braking system.

[0026] In short, the present invention proposes the use of a safe architecture that enables the use of an electrodynamic braking system during emergency braking without modifying the system.

[0027] The foregoing and other objects and advantages are achieved by a braking system having the features defined in claim 1 according to a first aspect of the present invention, by a braking system having the features defined in claim 3 according to a second aspect of the present invention, by a braking system having the features defined in claim 6 according to a third aspect of the present invention, by a vehicle having the features defined in claim 16 according to a fourth aspect of the present invention, by a braking method having the features defined in claim 18 according to a fifth aspect of the present invention, and by a braking method for at least one vehicle having the features defined in claim 20 according to a sixth aspect of the present invention. Preferred embodiments of the present invention are defined in the dependent claims, and their contents should be understood as an essential part of this specification.

Brief Description of the Drawings

[0028] Next, the functional and structural features of some preferred embodiments of the braking system, vehicle, and braking method according to the present invention will be described. Refer to the accompanying drawings.

[0029]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

[0030] Before detailing multiple embodiments of the present invention, it should be made clear that the application of the present invention is not limited to the design details and configurations of the components described below or shown in the drawings. The present invention may contemplate other embodiments and may actually be implemented or configured in different ways. Also, it should be understood that the language and terminology are for purposes of description and should not be construed as limiting. The use of the words "comprising" and "including" and their variations is intended to cover the elements described below and their equivalents, as well as additional elements and their equivalents.

[0031] Referring first to FIG. 2, an embodiment of a braking system 200 for at least one vehicle, and in particular for at least one railway vehicle, is shown in this figure.

[0032] This braking system 200 comprises both electrodynamic braking means 202 and pneumatic braking means (not shown).

[0033] The braking system further comprises electrical energy supply means 206 and connection means 204.

[0034] This connection means 204 is configured to have at least two states: a first state adapted to permit the flow of electrical energy from the electrical energy supply means 206 to the electrodynamic braking means 202, and a second state adapted to prohibit the flow of electrical energy from the electrical energy supply means 206 to the electrodynamic braking means 202.

[0035] Furthermore, the braking system 200 includes a first control means 207. When the first control means 207 receives an emergency braking request signal 203 indicating a request for applying an emergency braking force having an emergency braking force target value, in order to generate an electrodynamic emergency braking force by the electrodynamic braking means 202, the connection means 204 is configured to switch to a first state adapted to permit the flow of electrical energy from the electrical energy supply means 206 to the electrodynamic braking means 202.

[0036] In other words, when it is necessary to perform emergency braking with a braking force having an emergency braking force target value, the first control means 207 switches the connection means 204 to the first state. As a result, electrical energy is supplied from the electrical energy supply means 206 to the electrodynamic braking means 202, and the electrodynamic braking means 202 can use the received electrical energy to generate an electrodynamic emergency braking force.

[0037] The electrodynamic emergency braking force may refer to, for example, the maximum electrodynamic braking force that the electrodynamic braking means can apply in response to an emergency braking request.

[0038] The first control means 207 is also configured to receive an electrodynamic braking force signal 208 indicating the value of the electrodynamic braking force applied by the electrodynamic braking means.

[0039] When the electrodynamic braking force signal 208 indicates an electrodynamic braking force value smaller than the emergency braking force target value, the first control means 207 is configured to operate the pneumatic braking means to generate an additional pneumatic braking force. This additional pneumatic braking force is configured to compensate for the difference in braking force between the emergency braking force target value and the electrodynamic braking force value indicated by the electrodynamic braking force signal 208.

[0040] Preferably, as shown in FIG. 3, the braking system 200 may further include additional control means 300. This additional control means 300 may be configured to switch the connection means 204 from the first state to the second state when it is determined that there is a defect in the electrodynamic braking means 202 or when it is determined that there is a defect in the electrical energy supply means 206.

[0041] For example, the additional control means 300 may be control means for vehicle management.

[0042] Referring to FIG. 4, an additional embodiment of a braking system 400 for at least one vehicle, particularly for at least one railway vehicle, will be described below.

[0043] Similar to the foregoing embodiment, the braking system includes electrodynamic braking means 402 and pneumatic braking means.

[0044] The braking system further includes an electrical energy supply means 406 and a connection means 404. The connection means 404 is configured to be in a first state that permits the flow of electrical energy from the electrical energy supply means 406 to the electrodynamic braking means 402 and a second state that prohibits the flow of electrical energy from the electrical energy supply means 406 to the electrodynamic braking means 402.

[0045] In this embodiment, the braking system further includes first control means 407 and second control means 410.

[0046] The second control means 410 receives an emergency braking request signal 403 indicating a request for applying emergency braking force having an emergency braking force target value, receives an electrodynamic braking force signal 408 indicating the electrodynamic braking force value applied by the electrodynamic braking means 402, and determines the additional pneumatic braking force value necessary to compensate for the difference between the emergency braking force target value and the applied electrodynamic braking force value indicated by the electrodynamic braking force signal 408, and is configured to transmit an additional pneumatic braking force signal 401 indicating the determined additional pneumatic braking force value to the first control means 407.

[0047] In this case, when the first control means 407 receives an emergency braking request signal 403 indicating a request for applying an emergency braking force having an emergency braking force target value, in order to generate an electrodynamic emergency braking force by the electrodynamic braking means 402, the connection means 404 is switched to a first state adapted to permit the flow of electrical energy from the electrical energy supply means 406 to the electrodynamic braking means 402, and is configured to operate the pneumatic braking means to generate a pneumatic braking force having a pneumatic braking force value indicated by the additional pneumatic braking force signal 401 when receiving an additional pneumatic braking force signal from the second control means 410.

[0048] That is, the first control means 407 does not directly receive an electrodynamic braking force signal 408 indicating the electrodynamic braking force value applied by the electrodynamic braking means 402. The electrodynamic braking force signal 408 is received by the second control means 410, and the additional pneumatic braking force value required by the second control means 410 is determined.

[0049] For all the above-described embodiments, preferably, the first control means 207, 407 may be configured to specify a vehicle deceleration value while the electrodynamic emergency braking force is being applied by the electrodynamic braking means 202, 402.

[0050] When the specified vehicle deceleration value is smaller than the vehicle deceleration target value, the first control means 207, 407 may be configured to switch the connection means 204, 404 to a second state adapted to prohibit the flow of electrical energy from the electrical energy supply means 206, 406 to the electrodynamic braking means 202, 402. Further, the first control means 207, 407 may be configured to operate the pneumatic braking means to generate a pneumatic emergency braking force having a value equal to or greater than the emergency braking force target value.

[0051] The pneumatic emergency braking force may be understood to mean, for example, a pneumatic braking force that satisfies or exceeds the emergency braking force target value.

[0052] That is, in monitoring the deceleration of the vehicle, when the first control means 207 and 407 determine that sufficient emergency braking cannot be performed even by using additional air pressure, the power supply to the electrodynamic braking means 202 and 402 is stopped, and the pneumatic braking means is actuated. As a result, since the pneumatic braking means directly undertakes the emergency braking, the emergency braking can always be performed safely.

[0053] Preferably, when the second control means 410 determines that there is a defect in the electrodynamic braking means 202 and 402, or when it determines that there is a defect in the electric energy supply means 206 and 406, the connection means 404 may be configured to switch from the first state to the second state (for example, via the dotted command line 409 shown in FIG. 4).

[0054] Also, in this case, the second control means 410 may be, for example, a control means for vehicle management.

[0055] If the first control means 207 and 407 and the second control means 410 (or additional control means 300) give contradictory commands to the connection means 204 and 404, that is, if one commands to open the connection means 204 and 404 and the other commands to close the connection means 204 and 404, the command to open the connection means 204 and 404 is prioritized, and it is guaranteed that the safety system always operates in the safest state.

[0056] Hereinafter, a further embodiment of a braking system 500 for at least one vehicle, particularly for at least one railway vehicle, will be described.

[0057] In this case, refer to FIG. 5. FIGS. 2 and 5 show a similar structure.

[0058] Also in this embodiment, the braking system 500 includes an electrodynamic braking means 502, a pneumatic braking means, an electric energy supply means 506, and a connection means 504.

[0059] The first control means 507 is also configured here to be in a first state adapted to permit the flow of electrical energy from the electrical energy supply means 506 to the electrodynamic braking means 502 and a second state designed to prohibit the flow of electrical energy from the electrical energy supply means 506 to the electrodynamic braking means 502.

[0060] Also in this embodiment, the braking system 500 includes the first control means 507. When the first control means 507 receives an emergency braking request signal 503 indicating a request to apply an emergency braking force having an emergency braking force target value, the connection means 504 is configured to switch to a first state adapted to permit the flow of electrical energy from the electrical energy supply means 506 to the electrodynamic braking means 502 in order to generate an electrodynamic emergency braking force by the electrodynamic braking means 502.

[0061] On the other hand, the first control means 507 is configured to specify a vehicle deceleration value while the electrodynamic emergency braking force is being applied by the electrodynamic braking means 502.

[0062] When the specified vehicle deceleration value is smaller than the vehicle deceleration target value, the first control means 507 is configured to switch the connection means 504 to a second state adapted to prohibit the flow of electrical energy from the electrical energy supply means 506 to the electrodynamic braking means 502. Further, the first control means 507 is configured to operate the pneumatic braking means in order to generate a pneumatic emergency braking force having a value equal to or greater than the emergency braking force target value.

[0063] In other words, in monitoring the deceleration of the vehicle, when the first control means 507 determines that emergency braking cannot be sufficiently performed by the electrodynamic force, it may immediately stop the power supply to the electrodynamic braking means 502 and activate the pneumatic braking means without using the option of applying additional pneumatic braking. As a result, the pneumatic braking means immediately directly takes on the role of performing emergency braking, ensuring that emergency braking is always safely executed.

[0064] Preferably, also in the present embodiment, the first control means 507 may receive an electrodynamic braking force signal 508 indicating the value of the electrodynamic braking force applied by the electrodynamic braking means 502 if necessary.

[0065] Preferably, the braking system 500 may further include additional control means (not shown, substantially equivalent to the additional control means 300 shown in FIG. 2). This additional control means may also be configured to switch the connection means 504 from the first state to the second state when it determines that there is a problem with the electrodynamic braking means 502 or when it determines that there is a problem with the electrical energy supply means 506.

[0066] The features described below may be applied to all of the above embodiments.

[0067] The electrodynamic braking means 202, 402, 502 can be understood to mean any braking means capable of generating an electrodynamic braking force, and the pneumatic braking means can be understood to mean any braking means capable of generating a pneumatic braking force.

[0068] For example, when the first control means 207, 407, 507, and / or the second control means 410, and / or the additional control means 300 are provided, these may be at least one of a controller, a processor, a microprocessor, a microcontroller, at least one PLC, etc., or may include at least one of these.

[0069] For example, when the first control means 207, 407, 507, and / or the second control means 410, and / or additional control means 300 are provided, these may be included in an appropriate control unit or an appropriate control module.

[0070] For example, the first control means 207, 407 may directly receive a deceleration value from an acceleration sensor means or a speed sensor means, or may receive a signal indicating the deceleration value, in order to specify a deceleration value of the vehicle.

[0071] For example, when the first control means 207, 407, and / or the second control means 410 are provided, these may directly receive the applied electrodynamic braking force value, or may receive a signal indicating the applied electrodynamic braking force value generated by a force sensor means or directly generated by an electrodynamic braking system, in order to specify the applied electrodynamic braking force value applied by the electrodynamic braking means.

[0072] Preferably, the electric energy supply means 206, 406, 506 may be a pantograph. In this case, the pantograph may be installed on the vehicle and may be configured to be connected to a power line when it is necessary to draw electric energy from the power line.

[0073] Alternatively, preferably, the electric energy supply means 206, 406, 506 may be electric contact means installed on the vehicle and configured to be connected to a third rail when it is necessary to draw electric energy from the third rail.

[0074] The third rail is well known, for example, as a system for supplying electric energy to railway vehicles or mass transportation systems.

[0075] As yet another alternative, the electric energy supply means 206, 406, 506 may be an electric energy generation system configured to generate electric energy by converting mechanical energy generated by an internal combustion engine of the vehicle.

[0076] Preferably, the connection means 204, 404, 504 may be relays. In particular, in order to maintain a high overall safety level of the braking system, the relays used may be safety relays.

[0077] Alternatively, the connection means 204, 404, 504 may comprise one or more components configured to permit or prohibit the flow of electric power from upstream of the connection means 204, 404, 504 to downstream of the connection means 204, 404, 504.

[0078] Preferably, the electrodynamic braking means 202, 402, 502 may comprise at least one electric motor. For example, an electric motor used for driving the vehicle may also be reused for braking as a generator for generating electrodynamic braking force.

[0079] Regarding the pneumatic braking means, the pneumatic braking means may comprise at least one pneumatic brake cylinder configured to receive brake fluid from the pneumatic pipes of the vehicle. As described for the prior art, the pneumatic braking means can apply a braking force by the compressed air acting on a piston housed in a special cylinder known as a brake cylinder. This braking force is provided, for example, by a special element known as a friction pad driven by a pneumatic piston. The pneumatic braking force may be applied using a friction element that utilizes the frictional force between surfaces to reliably stop the vehicle. The contact surface is, for example, an element to which a friction material known as a brake pad driven by the aforementioned pneumatic piston is applied, and a circular element known as a brake disc integrated with the vehicle's wheel W or wheel axle. The contact surface may also be a brake pad driven by the aforementioned pneumatic piston and the vehicle's wheel W.

[0080] Preferably, the first control means 207, 407, 507 and / or the connection means 204, 404, 504 may be implemented in accordance with a safety integrity level (SIL) equal to the safety level that enables emergency braking.

[0081] Preferably, the electrodynamic braking means 202, 402, 502 may be designed at a safety level lower than the safety level that enables emergency braking.

[0082] When the vehicle is a vehicle in the railway field, regarding the definition of the safety integrity level (SIL), refer to the following European standards EN50129: rev. 2018, EN50126-1: rev. 2017, EN50126-2: rev. 2017, EN50128: rev. 2011, which were the latest updates available on the filing date of the present invention. - EN50126 [Railway applications. Specification and demonstration of reliability, availability, maintainability, safety (RAMS)] - EN50128 [Railway applications. Communication, signalling, and processing systems. Software for railway control and protection systems] - EN50129 [Railway applications. Communication, signalling, and processing systems. Safety-related electronic systems for signalling]

[0083] In particular, the standard EN50126 specifies a method for assigning safety integrity levels SIL0 / 1 / 2 / 3 / 4 (where safety integrity level SIL4 represents the highest safety level) to the subsystems constituting the target system based on the results of safety analysis. The standards EN50128 and EN50129 specify the design criteria to be applied to software components and hardware components respectively, based on the SIL levels assigned based on the safety analysis results.

[0084] When control means, devices, units, or modules, etc. are manufactured in accordance with a safety integrity level of at least SIL3 or higher, they can be considered to meet a high safety level.

[0085] Preferably, the first control means 207, 407, 507 of the braking systems 200, 400, 500 of the present invention may be implemented in accordance with a safety integrity level greater than 3, for example SIL = 4 (SIL = 3 is considered a predetermined minimum safety integrity level).

[0086] The connection means 204, 404, 504 may also preferably be implemented in accordance with a safety level greater than 3, for example SIL = 4.

[0087] Preferably, in an embodiment that does not require the second control means 410, the first control means 207, 507 may be configured to transmit the electrodynamic required emergency braking force signals 212, 512 to the electrodynamic braking means, and the value of the signal indicates the electrodynamic emergency braking force value to be applied by the electrodynamic braking means. The values of the electrodynamic required emergency braking force signals 212, 512 may be determined by the first control means 207, 507 according to the emergency braking force target value and / or the maximum electrodynamic braking force value that can be applied by the electrodynamic braking means. The maximum electrodynamic braking force value that can be applied may be determined according to the mapping of the electrodynamic braking means that associates the braking characteristics / vehicle traveling speed of the electrodynamic braking means with the maximum electrodynamic braking force value that can be applied by the electrodynamic braking means.

[0088] Preferably, in an embodiment that requires the second control means 410, the second control means 410 may be configured to transmit the electrodynamic required emergency braking force signal 412 to the electrodynamic braking means, and the value of the signal indicates the electrodynamic emergency braking force value to be applied by the electrodynamic braking means. The value of the electrodynamic required emergency braking force signal 412 may be determined by the second control means 410 according to the emergency braking force target value and / or the maximum electrodynamic braking force value that can be applied by the electrodynamic braking means. The maximum electrodynamic braking force value that can be applied may be determined according to the mapping of the electrodynamic braking means that associates the braking characteristics / vehicle traveling speed of the electrodynamic braking means with the maximum electrodynamic braking force value that can be applied by the electrodynamic braking means.

[0089] In another aspect, the present invention relates to a vehicle. This vehicle includes a braking system 200, 400, 500 according to any of the foregoing embodiments.

[0090] Preferably, the vehicle may include at least one railway vehicle.

[0091] In a further aspect, the present invention relates to a braking method for at least one vehicle, in particular for at least one railway vehicle.

[0092] In this embodiment, the braking method comprises the steps of receiving an emergency braking request signal 203, 403 indicating a request for applying an emergency braking force having an emergency braking force target value; after receiving the emergency braking request signal 203, 403 indicating a request for applying an emergency braking force, switching the connection means 204, 404 to a first state adapted to permit the flow of electrical energy from the electrical energy supply means 206, 406 to the electrodynamic braking means 202, 402 in order to generate an electrodynamic emergency braking force by the electrodynamic braking means; identifying the value of the electrodynamic braking force applied by the electrodynamic braking means; and when the value of the electrodynamic braking force is less than the emergency braking force target value, actuating the pneumatic braking means to generate an additional pneumatic braking force for compensating the difference in braking force between the emergency braking force target value and the value of the electrodynamic braking force indicated by the electrodynamic braking force signal.

[0093] The braking method further preferably comprises the steps of identifying a vehicle deceleration value while the electrodynamic emergency braking force is being applied by the electrodynamic braking means 202, 402; when the identified vehicle deceleration value is less than a vehicle deceleration target value, switching the connection means 204, 404 to a second state adapted to prohibit the flow of electrical energy from the electrical energy supply means 206, 406 to the electrodynamic braking means 202, 402; and actuating the pneumatic braking means to generate a pneumatic emergency braking force having a value equal to or greater than the emergency braking force target value.

[0094] A further possible embodiment of the braking method for at least one vehicle, in particular for at least one railway vehicle, will be described below.

[0095] In this further possible embodiment, the braking method includes receiving an emergency braking request signal 503 indicating a request for applying emergency braking force having an emergency braking force target value; after receiving the emergency braking request signal 503 indicating the request for applying emergency braking force, switching a connection means 504 to a first state adapted to permit the flow of electrical energy from an electrical energy supply means 506 to an electrodynamic braking means 502 in order to generate an electrodynamic emergency braking force by the electrodynamic braking means; during the application of the electrodynamic emergency braking force by the electrodynamic braking means 502, specifying a vehicle deceleration value; and when the specified vehicle deceleration value is smaller than a vehicle deceleration target value, switching the connection means 504 to a second state adapted to prohibit the flow of electrical energy from the electrical energy supply means 506 to the electrodynamic braking means 502 and actuating a pneumatic braking means to generate a pneumatic emergency braking force having a value equal to or greater than the emergency braking force target value.

[0096] Preferably, in the present invention, the vehicle may be a railway vehicle or a group of railway vehicles (or a train) comprising a plurality of railway vehicles.

[0097] For example, in the present invention, a plurality of vehicles may be connected or coupled to form a group of vehicles.

[0098] Preferably, the present invention may be particularly applicable to the field of railway vehicles / trains running on a track. For example, the vehicle in this specification may be a locomotive or a wagon, and the route / section may include the rails on which the wheels of the locomotive roll. However, the embodiments described in this specification are not limited to vehicles on a track. For example, the vehicle may be an automobile, a truck (e.g., a semi-trailer truck on a highway, a mining truck, a timber transportation truck, etc.), and the route may be a road or a path.

[0099] Thus, the advantages according to the present invention solve the above-mentioned drawbacks regarding the difficulty of using an electrodynamic braking system during emergency braking, without providing the well-known but costly option of changing the design of the electrodynamic braking system, and without changing the electrodynamic braking system, enabling the use of the electrodynamic braking system during emergency braking, providing a braking system, a braking method, and a vehicle.

[0100] Various aspects and embodiments of a braking system, a braking method, and a vehicle according to the present invention for at least one vehicle, in particular for at least one railway vehicle, have been described. It will be understood that each embodiment can be combined with any other embodiment. Furthermore, the present invention is not limited to the described embodiments and various modifications are possible within the scope defined by the appended claims.

Claims

1. A braking control system for a vehicle system, It includes a first control circuit capable of operating the connection to the vehicle system, The first control circuit is, In response to receiving an emergency braking request signal indicating a request to apply emergency braking force having an emergency braking force target value, the electrodynamic braking system of the vehicle system is controlled to generate electrodynamic emergency braking force. The electrodynamic braking force signal, which indicates the electrodynamic braking force value applied by the electrodynamic braking system, is received. A braking control system configured to activate the pneumatic braking system of the vehicle system to generate additional pneumatic braking force to compensate for the difference in braking force between the emergency braking force target value and the electric braking force value indicated by the electric braking force signal, when the electric braking force signal indicates an electric braking force value smaller than the emergency braking force target value.

2. Further comprising a second control circuit capable of operating the connection to the vehicle system, The braking control system according to claim 1, wherein the second control circuit is configured to control the electrodynamic braking system so that it does not activate emergency braking when it determines that there is a malfunction in the electrodynamic braking system.

3. The first control circuit further, While the electrodynamic emergency braking force is applied by the electrodynamic braking system, the vehicle deceleration value is determined. If the identified vehicle deceleration value is smaller than the vehicle deceleration target value, the electrodynamic braking system is controlled so as not to activate emergency braking. The braking control system according to claim 2, configured to activate the pneumatic braking system in order to generate a pneumatic emergency braking force having a value equal to or greater than the aforementioned emergency braking force target value.

4. Further comprising a second control circuit capable of operating the connection to the vehicle system, The braking control system according to claim 1, wherein the second control circuit is configured to control the electrodynamic braking system so that it does not activate emergency braking when it determines that there is a malfunction in the electrical energy supply system connected to the electrodynamic braking system.

5. The first control circuit further comprises: While the electrodynamic emergency braking force is applied by the electrodynamic braking system, the vehicle deceleration value is determined. If the identified vehicle deceleration value is smaller than the vehicle deceleration target value, the electrodynamic braking system is controlled so as not to activate emergency braking. The braking control system according to claim 4, configured to activate the pneumatic braking system in order to generate a pneumatic emergency braking force having a value equal to or greater than the aforementioned emergency braking force target value.

6. The first control circuit further comprises: The braking control system according to claim 1, configured to switch the connection device of the vehicle system from a second state configured to prohibit the flow of electrical energy between the vehicle system's electrical energy supply system and the electrodynamic braking system, to a first state configured to permit the flow of electrical energy between the electrical energy supply system and the electrodynamic braking system, in response to receiving the emergency braking request signal, and to control the electrodynamic braking system to generate the electrodynamic emergency braking force by the electrodynamic braking system.

7. Further comprising a second control circuit capable of operating the connection to the vehicle system, The braking control system according to claim 6, wherein the second control circuit is configured to switch the connection device from the first state to the second state when it determines that there is a malfunction in the electrodynamic braking system.

8. Further comprising a second control circuit capable of operating the connection to the vehicle system, The braking control system according to claim 6, wherein the second control circuit is configured to switch the connection device from the first state to the second state when it determines that there is a malfunction in the electrical energy supply system.

9. The first control circuit further comprises: While the electrodynamic emergency braking force is applied by the electrodynamic braking system, the vehicle deceleration value is determined. If the identified vehicle deceleration value is smaller than the vehicle deceleration target value, the connection device is switched to the second state, which is adapted to prohibit the flow of electrical energy between the electrical energy supply system and the electrodynamic braking system. The braking control system according to claim 6, configured to activate the pneumatic braking system in order to generate a pneumatic emergency braking force having a value equal to or greater than the aforementioned emergency braking force target value.

10. The braking control system according to claim 6, wherein the first control circuit is implemented according to a safety degree level equal to the safety degree level that enables emergency braking.

11. The braking control system according to claim 6, wherein the connecting device is implemented in accordance with a safety degree level equal to the safety degree level that enables emergency braking.

12. The braking control system according to claim 6, wherein the electrodynamic braking system is implemented according to a safety integrity level lower than the safety integrity level that enables emergency braking.

13. The braking control system according to claim 6, wherein the connecting device comprises a relay, and the electrodynamic braking system comprises at least one electric motor.

14. The first control circuit further comprises: While the electrodynamic emergency braking force is applied by the electrodynamic braking system, the vehicle deceleration value is determined. If the identified vehicle deceleration value is smaller than the vehicle deceleration target value, the electrodynamic braking system is controlled so as not to activate emergency braking. The braking control system according to claim 1, configured to activate the pneumatic braking system in order to generate a pneumatic emergency braking force having a value equal to or greater than the aforementioned emergency braking force target value.

15. The braking control system according to claim 1, wherein the first control circuit is configured to transmit an electrodynamic emergency braking signal to the electrodynamic braking system, the value of which indicates the value of the electrodynamic emergency braking force to be applied by the electrodynamic braking system.

16. The braking control system according to claim 15, wherein the value of the electrodynamic emergency braking force signal is determined by the first control circuit in accordance with the emergency braking force target value.

17. The braking control system according to claim 15, wherein the value of the electrodynamic emergency braking force signal is determined by the first control circuit in accordance with the maximum electrodynamic braking force value that can be applied by the electrodynamic braking system.

18. The braking control system according to claim 17, wherein the maximum applicable electrodynamic braking force value is determined according to the braking characteristics of the electrodynamic braking system relating the vehicle speed to the maximum applicable electrodynamic braking force value that can be applied by the electrodynamic braking system.

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