Braking device and method for performing emergency braking of a rail vehicle

Abstract

The invention relates to a brake system for performing emergency braking of a rail vehicle, comprising: at least one brake cylinder (14); a pressure regulating device (12) for providing a brake cylinder pressure (Pb) to the brake cylinder (14); and a control device (16) for actuating the pressure regulating device (12). In order to enable flexible adaptation of the brake pressure even during emergency braking, the control device (16) comprises a control system (16i) and at least one further control system (16ii), each for actuating the pressure regulating device (12), wherein the different control systems (16i, 16ii) of the control device (16) are designed according to different safety integrity levels.

Description

Technical Field

[0001] The invention relates to a brake system and a method for performing emergency braking of a rail vehicle. Background Art

[0002] Before rail vehicles are allowed to operate, the brake system is regularly inspected in accordance with national and international regulations. The braking capacity of the brake system is primarily measured as the so-called "brake weight." The brake weight is used to determine, for example, which sections of track and at what maximum speed the rail vehicle is permitted to travel. In Germany, the SIRF vehicle safety regulations stipulate, for example, a safety requirement level (SAS) 4 for the permitted state of the function "Generate braking force, brake at v>0." The safety requirement level is the requirement for system reliability based on the risk, with level 4 being the highest safety level. Within Europe, safety requirement levels for electrical / electronic systems that comply with standards such as EN 50129 or EN 61508 are also referred to as safety integrity levels (SIL).

[0003] Rail vehicles are usually equipped with a variety of brake types, which are used in different braking modes. The brake types include, in particular, compressed air brakes, pneumatic brakes, electrodynamic brakes, retarding brakes in diesel locomotives, magnetic rail brakes and eddy current brakes. The brake types include, in particular, service brakes, which are usually triggered by the locomotive driver and can be varied at his discretion, and emergency brakes, the characteristics of which are determined by an agreed safety level. Emergency braking can be triggered by various means, such as by the locomotive driver ("fast braking") or by the automatic train control system ("forced braking"). Emergency braking is usually implemented today by friction brakes, magnetic rail brakes, eddy current brakes and electrodynamic brakes, and in the case of pneumatic friction brakes, it is triggered pneumatically, for example by exhausting the main air duct, or electrically by disconnecting the safety circuit.

[0004] Conventional emergency braking concepts are not very flexible. Braking pressure is usually adapted only to the load and speed of the rail vehicle, and often only in a graded manner. For example, DE 10 2009 051 019 A1 describes a speed-dependent, graded emergency braking system for rail vehicles with a graded process, wherein emergency braking is performed in a braking force-regulated and speed-dependent manner using a dynamic brake and / or an electropneumatic brake. DE 10 2011 110 047 A1, for example, discloses an emergency braking system for rail vehicles having an emergency brake control valve device for providing an emergency brake control pressure and an emergency brake regulating device for regulating the provided emergency brake control pressure as a function of the load and speed values ​​of the rail vehicle. Summary of the Invention

[0005] The object of the present invention is to provide an improved braking system and an improved method for performing emergency braking of a rail vehicle, with which a flexible response to the current operating situation is possible.

[0006] The above-mentioned object is achieved by the braking device of the present invention for performing emergency braking of a rail vehicle, which comprises: at least one brake cylinder; a pressure regulating device for providing brake cylinder pressure to the brake cylinder; and a control device for operating the pressure regulating device, characterized in that the control device has a control system and at least one other control system respectively for operating the pressure regulating device, wherein these different control systems of the control device are constructed according to different safety integrity levels.

[0007] By providing multiple control systems for controlling the pressure regulating device, each configured according to different safety integrity levels, greater flexibility in controlling the pressure regulating device and, therefore, in executing emergency braking of a rail vehicle can be achieved. Depending on the current operating situation, one of the multiple control systems for controlling the pressure regulating device can be selected, which allows optimization of the emergency braking process with respect to various aspects (pure safety of the braking system, safety, wear, etc.). In the brake system according to the present invention, the control of the pressure regulating device can also be continuously adapted, particularly during an emergency braking process.

[0008] The control system and the additional control system can be integrated into a common control unit, designed as independent control units, integrated as independent control systems into different components of the pressure control system (e.g., the pressure regulator), etc. Different safety integrity levels for the different control systems can be implemented using appropriate hardware and / or software. For example, the control system can include a simple switch for switching a valve on / off or opening / closing, a microcontroller (μC), a field-programmable gate array (FPGA), or a processor core, depending on the desired safety integrity level.

[0009] In an advantageous embodiment of the present invention, the pressure regulating device includes an electropneumatic pressure regulator that, based on a provided supply pressure, generates a pilot pressure that can be converted into a corresponding brake cylinder pressure. In this embodiment, the control device preferably includes a first control system as the one control system, configured according to a first safety integrity level, for actuating the electropneumatic pressure regulator; and a second control system as a further control system, configured according to a second safety integrity level, different from the first safety integrity level, for actuating the electropneumatic pressure regulator.

[0010] In another advantageous embodiment of the present invention, the pressure regulating device includes an electropneumatic pressure regulator that generates a first pilot pressure based on a provided supply pressure, the first pilot pressure being convertible into a corresponding brake cylinder pressure, and a pneumatic pressure regulator that generates a second pilot pressure based on the provided supply pressure, the second pilot pressure being convertible into a corresponding brake cylinder pressure. In this embodiment, the control device preferably includes a first control system as the one control system, configured according to a first safety integrity level, for actuating the electropneumatic pressure regulator, and a third control system as a further control system, configured according to a third safety integrity level, different from the first safety integrity level, for actuating the pneumatic pressure regulator.

[0011] In an advantageous development of the last-mentioned design, the control device preferably further comprises a second control system as a further control system, which is designed according to a second safety integrity level that is different from the first and third safety integrity levels and is used to actuate the electropneumatic pressure regulator.

[0012] In a construction design having two control systems for controlling an electropneumatic pressure regulator, the electropneumatic pressure regulator preferably generates a first pilot pressure corresponding to a basic brake pressure when controlled by a first control system of the control device, and generates a first pilot pressure corresponding to a brake pressure that is greater or less than the basic brake pressure depending on the load and / or speed of the rail vehicle when controlled by a second control system of the control device.

[0013] In another advantageous embodiment of the present invention, the control device is designed to monitor an actuation effect achieved by a control system with a lower safety integrity level and, if a predetermined limit value for the actuation effect is fallen below, to actuate the pressure regulating device using a control system with a higher safety integrity level. In other words, the control system with the higher safety integrity level has a higher priority in actuating the pressure regulating device, thereby ensuring a high level of safety for emergency braking. For example, the actuation effect can be checked using the generated pilot pressure and / or the brake cylinder pressure converted from this pilot pressure.

[0014] In another advantageous embodiment of the present invention, the pressure regulating device further comprises a pressure selector for selecting the larger of the first and second pilot pressures. This measure ensures that the brake cylinder pressure converted by the pilot pressure does not fall below a predetermined limit value.

[0015] In yet another advantageous embodiment of the present invention, the pressure regulating device further comprises a pressure corrector for correcting a pilot pressure generated based on the provided supply pressure based on at least one current state parameter of the rail vehicle, wherein the corrected pilot pressure generated in this way can be converted into a corresponding brake cylinder pressure. In one embodiment, the pressure corrector can correct the pilot pressure based on pneumatic information about the current load of the rail vehicle.

[0016] The present invention also relates to a rail vehicle having at least one above-described brake system according to the invention, which serves to achieve the above-mentioned object.

[0017] The method according to the present invention for performing emergency braking of a rail vehicle (in which a brake cylinder pressure is provided to at least one brake cylinder by a pressure regulating device) is used to achieve the above-mentioned object and is characterized in that the brake cylinder pressure is generated according to a predetermined safety integrity level, which is selected from at least two different safety integrity levels available in the pressure regulating device.

[0018] By providing a plurality of different safety integrity levels for generating the brake cylinder pressure by the pressure regulating device, greater flexibility is achieved, and thus greater flexibility in the execution of emergency braking of a rail vehicle. Depending on the current operating situation, one of the plurality of safety integrity levels can be selected, which, on the one hand, ensures sufficient safety for the emergency braking process for this operating situation and, on the other hand, enables optimization of the emergency braking process with regard to various aspects (e.g., wear of the brake system, etc.). The method according to the present invention also enables continuous adaptation of the brake cylinder pressure, particularly during an emergency braking process.

[0019] In an advantageous embodiment of the invention, the brake cylinder pressure is generated by a pilot pressure which is generated by an electropneumatic pressure regulator starting from a supply pressure in accordance with a predetermined safety integrity level selected from at least two different safety integrity levels.

[0020] In another advantageous constructional design of the present invention, the brake cylinder pressure is generated by a first pilot pressure, which is generated by an electropneumatic pressure regulator based on a supply pressure according to a first safety integrity level, or by a second pilot pressure, which is generated by a pneumatic pressure regulator based on a supply pressure according to a predetermined third safety integrity level that is different from the first safety integrity level.

[0021] In the last-mentioned embodiment, the first safety integrity level is preferably selected from at least two different safety integrity levels.

[0022] In an advantageous design of the present invention, the electropneumatic pressure regulator generates a first pilot pressure corresponding to a basic brake pressure when a first safety integrity level is selected, and generates a first pilot pressure corresponding to a brake pressure that is greater or less than the basic brake pressure depending on the load and / or speed of the rail vehicle when a second safety integrity level different from the first safety integrity level is selected.

[0023] In a further advantageous embodiment of the present invention, the effect of the lower safety integrity level is monitored, and if a predetermined limit value for the effect is fallen below, a brake cylinder pressure corresponding to the higher safety integrity level is generated. This effect can be checked, for example, using a pilot pressure generated in a pressure regulating device and / or a brake cylinder pressure converted from this pilot pressure.

[0024] In a further advantageous embodiment of the invention, a pilot pressure generated based on the provided supply pressure is corrected based on at least one current state parameter of the rail vehicle, and the corrected pilot pressure generated in this way is then converted into a corresponding brake cylinder pressure.

[0025] The selection of the safety integrity level preferably takes place continuously during the emergency braking process. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and further advantages, features and application possibilities of the present invention will become more apparent from the following description of various exemplary embodiments with the aid of the accompanying drawings, which show, for the most part, schematically:

[0027] Figure 1 A greatly simplified schematic diagram of the basic structure of a braking device of the present invention;

[0028] Figure 2 The structure of the brake device of the first embodiment of the present invention;

[0029] Figure 3 A structure of a brake device according to a second embodiment of the present invention; and

[0030] Figure 4 This is the structure of a brake device according to a third embodiment of the present invention. DETAILED DESCRIPTION

[0031] First, you should refer to Figure 1 The basic principle of the present invention is explained in detail.

[0032] The brake system is connected to a pressure vessel 10, for example in the form of a compressed air tank or compressed air line, which provides a supply pressure Ps. This supply pressure Ps is used by a pressure regulating device 12, which provides a brake cylinder pressure Pb on the output side. This brake cylinder pressure is supplied to at least one brake cylinder 14 to produce a braking effect.

[0033] The brake system further comprises a control device 16 which actuates the pressure regulating device 12. In particular, when the control device 16 receives an emergency braking signal N, for example from the locomotive driver or from a train automatic control system, the control device 16 actuates the pressure regulating device 12 for emergency braking of the rail vehicle.

[0034] As in Figure 1 As shown in the figure, the control device 16 has: a control system 16i, which is configured according to a predetermined safety integrity level; and another control system 16ii, which is configured according to another predetermined safety integrity level that is different from the safety integrity level of the control system 16i.

[0035] The control systems 16i, 16ii of the control device 16 can be integrated into a common control unit, configured as independent control units, or integrated as independent control systems into different components (e.g., a pressure regulator) of the pressure regulating device. Different safety integrity levels of the control systems 16i, 16ii can be implemented using appropriate hardware and / or software.

[0036] In this brake system, the pressure regulating device 12 can initially be controlled, for example, by the one control system 16i having a lower safety integrity level, which, however, is optimal from the perspective of other aspects, such as wear of the brake system, adherence to the driving schedule, etc. If the pilot pressure generated in this way in the pressure regulating device, or the brake cylinder pressure Pb converted from this pilot pressure, is insufficient for reliable emergency braking (this is monitored by the control device 16 or its further control system 16ii), the pressure regulating device 12 is then controlled by the further control system 16ii having a higher safety integrity level, which is optimal from the perspective of safety.

[0037] The monitoring of the pilot pressure or brake cylinder pressure that can be generated by the one control system 16i with a lower safety integrity level is preferably continued even during actuation by the other control system 16ii with a higher safety integrity level. If actuation by the one control system 16i with a lower safety integrity level becomes sufficient again during an emergency braking process, actuation of the pressure regulating device 12 can be resumed by this one control system 16i. Monitoring then naturally continues in order to switch back to actuation of the pressure regulating device 12 by the other control system 16ii if necessary.

[0038] In this way, the emergency braking process can be flexibly and continuously adapted to the current operating situation of the rail vehicle.

[0039] Figure 2 A brake device according to a first embodiment of the present invention is shown in more detail.

[0040] In this exemplary embodiment, pressure regulating device 12 includes an electropneumatic pressure regulator 20, which is controlled by a control device 16 having a first control system 16a with a first safety integrity level (e.g., SIL2) and a second control system 16b with a second safety integrity level (e.g., SIL3), which is higher than the first. First control system 16a includes, for example, a microcontroller (μC), and second control system includes, for example, an FPGA. Second control system 16b, which has a higher safety integrity level, can override first control system 16a, which has a lower safety integrity level, if necessary.

[0041] When the control device 16 receives an emergency braking signal N, it controls the pressure regulating device 12 to perform emergency braking. In this case, the control device 16 or its control system 16a, 16b evaluates various measured values ​​(such as speed, acceleration, load, state of the braking system, weather conditions, braking torque, driving schedule, etc.) and sends corresponding target values ​​or control signals to the pressure regulating device 12. Figure 1 As a result of the explained monitoring of the actuation effect of the first control system 16 a , the electropneumatic pressure regulator 20 is actuated by the first control system 16 a or the second control system 16 b .

[0042] The electropneumatic pressure regulator 20 then generates a first pilot pressure Pv1 based on the supply pressure Ps provided by the pressure vessel 10 as a function of actuation by the control device 16. Alternatively, this first pilot pressure Pv1 can be limited in a downstream pressure limiter 22.

[0043] Alternatively, the first pilot pressure Pv1′ thus limited can then be corrected in a downstream pressure corrector 24. This pressure corrector 24 receives, for example, purely pneumatic information about the rail vehicle load and converts the pilot pressure Pv1′ accordingly (so-called “EDU”).

[0044] The pilot pressure Pvc corrected in this way ultimately actuates a relay valve 26 of the pressure regulating device 12 in order to generate a brake cylinder pressure Pb, which is made available to at least one brake cylinder 14 .

[0045] In one embodiment, the electropneumatic pressure regulator 20 generates a first pilot pressure Pv1 corresponding to a basic brake pressure when controlled by the first control system 16a, and generates a first pilot pressure Pv1 corresponding to a brake pressure that is greater or smaller than the basic brake pressure depending on the load and / or speed of the rail vehicle when controlled by the second control system 16b.

[0046] In one embodiment, for example, brake cylinder pressure Pb is initially regulated using a first control system 16a with high variability (e.g., using a μC, SIL2) to achieve optimal emergency braking performance. This can also include taking into account a larger number of parameters or sensor data. Simultaneously, a second control system 16b is used, which is limited in terms of the efficiency of the program running on it, but operates with higher safety integrity (e.g., an FPGA, SIL3). Furthermore, the FPGA can monitor and check the control implemented by the μC based on specific criteria. These criteria can be, for example, a specific backup pressure. If the pressure achievable by the μC falls within a framework predetermined by the FPGA, the FPGA takes over control and regulates a reset pressure with high safety integrity but less variability (fewer parameters / sensor signals).

[0047] In one embodiment variant of the present invention, the actual pressure regulation can be performed solely by the FPGA. In this variant, the μC only issues recommendations, which are checked by the FPGA and generally implemented. Only in exceptional cases (e.g., in the event of a μC malfunction) are these recommendations disregarded and other values ​​are adjusted by the FPGA.

[0048] In addition to realizing the control device 16 with a μC as first control system 16 a and an FPGA as second control system 16 b , it is also conceivable to realize the control device via a core processor having different safety integrity levels, for example.

[0049] Figure 3 A brake device according to a second embodiment of the present invention is shown in more detail.

[0050] In this embodiment, pressure regulating device 12 includes an electropneumatic pressure regulator 20 and a pneumatic pressure regulator 28. Control device 16 includes a first control system 16a having a first safety integrity level (e.g., SIL2 or SIL3) for controlling electropneumatic pressure regulator 20, and a third control system 16c having a third safety integrity level (e.g., SIL4) higher than the first safety integrity level for controlling pneumatic pressure regulator 28. First control system 16a includes, for example, a μC, and third control system 16c includes, for example, a simple switch.

[0051] When the control device 16 receives an emergency brake signal N, it activates the pressure regulating device 12 for implementing an emergency brake. On the one hand, its third control system 16 c switches on the pneumatic pressure regulator 28 , and on the other hand, its first control system 16 a evaluates various measured values ​​and sends corresponding setpoint values ​​or control signals to the electropneumatic pressure regulator 20 .

[0052] In the first channel of the pressure regulating device 12, the electropneumatic pressure regulator 20 then generates a variable first pilot pressure Pv1 based on the supply pressure Ps provided by the pressure vessel 10, as a function of control by the first control system 16a of the control device 16. Alternatively, this first pilot pressure Pv1 can be limited in a downstream pressure limiter 22. In the second channel of the pressure regulating device 12, the pneumatic pressure regulator 28 generates a predetermined second pilot pressure Pv2 based on the supply pressure Ps provided by the pressure vessel 10.

[0053] A pressure selector 30 of the pressure regulating device 12 then selects the greater pilot pressure Pv12 from the first pilot pressure Pv1 or the corrected first pilot pressure Pv1′ and the second pilot pressure Pv2 and transmits this pilot pressure. The pressure selector 30 can have, for example, a double check valve for this purpose.

[0054] In one embodiment, the pneumatic pressure regulator 28 generates a second pilot pressure Pv2 corresponding to a basic brake pressure, while the electropneumatic pressure regulator 20 generates a first pilot pressure Pv1 corresponding to a brake pressure greater or less than the basic brake pressure depending on the load and / or speed of the rail vehicle.

[0055] The preferably pneumatic pressure regulator 28 generates a second pilot pressure Pv2, which can ultimately be converted into a brake cylinder pressure Pb that corresponds to a minimum brake pressure for emergency braking. Thus, the pressure selector 30 ensures that at least the minimum brake pressure for emergency braking is always available as brake cylinder pressure Pb via the pressure regulating device 12.

[0056] In the event that the electropneumatic pressure regulator 20 stops functioning, the pneumatic pressure regulator 28 ensures a minimum brake pressure. On the other hand, in the event that the pneumatic pressure regulator 28 stops functioning, the electropneumatic pressure regulator 20 ensures the other functional capabilities of the brake system.

[0057] Analogously to the first exemplary embodiment, the thus selected higher pilot pressure Pv12 can then alternatively be corrected in a downstream pressure corrector 24 .

[0058] Finally, the pilot pressure Pvc corrected in this manner is converted in a relay valve 26 of the pressure regulating device 12 into a brake cylinder pressure Pb, which is available to at least one brake cylinder 14 .

[0059] Figure 4 A third embodiment of a brake system according to the present invention is shown in more detail. This third embodiment is based on a combination of the first and second embodiments described above.

[0060] In this embodiment, the pressure regulating device 12 includes an electropneumatic pressure regulator 20 and a pneumatic pressure regulator 28. The control device 16 includes a first control system 16a having a first safety integrity level (e.g., SIL2) for controlling the electropneumatic pressure regulator 20; a second control system 16b having a second safety integrity level (e.g., SIL3) higher than the first safety integrity level for controlling the electropneumatic pressure regulator 20; and a third control system 16c having a third safety integrity level (e.g., SIL4) also higher than the first safety integrity level for controlling the pneumatic pressure regulator 28. The first control system 16a includes, for example, a microcontroller, the second control system 16b includes, for example, an FPGA, and the third control system 16c includes, for example, a simple switch.

[0061] When the control device 16 receives an emergency braking signal N, it controls the pressure regulating device 12 to perform emergency braking. On the one hand, its third control system 16c switches on the pneumatic pressure regulator 28. On the other hand, its first control system 16a and its second control system 16b analyze and evaluate different measured values ​​and send corresponding target values ​​or control signals to the electropneumatic pressure regulator 20. Figure 1 As a result of the explained monitoring of the actuation effect of the first control system 16 a , the electropneumatic pressure regulator 20 is actuated by the first control system 16 a or the second control system 16 b .

[0062] In the first channel of the pressure regulating device 12, the electropneumatic pressure regulator 20 then generates a variable first pilot pressure Pv1 based on the supply pressure Ps provided by the pressure vessel 10, depending on the control by the first control system 16a or the second control system 16b of the control device 16. Alternatively, this first pilot pressure Pv1 can be limited in a downstream pressure limiter 22. In the second channel of the pressure regulating device 12, the pneumatic pressure regulator 28 generates a predetermined second pilot pressure Pv2 based on the supply pressure Ps provided by the pressure vessel 10.

[0063] Similar to the second embodiment described above, a pressure selector 30 of the pressure regulating device 12 then selects the larger pilot pressure Pv12 from the (corrected) first pilot pressure Pv1 or Pv1′ and the second pilot pressure Pv2 and transmits this pilot pressure. Alternatively, the selected, larger pilot pressure Pv12 can be corrected in a downstream pressure corrector 24.

[0064] Finally, the pilot pressure Pvc corrected in this manner is converted in a relay valve 26 of the pressure regulating device 12 into a brake cylinder pressure Pb, which is available to at least one brake cylinder 14 .

[0065] Reference Signs List

[0066] 10. Pressure Vessel

[0067] 12 Pressure regulating device

[0068] 14 brake cylinders

[0069] 16 Control Device

[0070] 16a First control system with first safety integrity level

[0071] 16b Second control system with second safety integrity level

[0072] 16c Third control system with third safety integrity level

[0073] 16i Control systems with safety integrity level

[0074] 16ii Another control system with another safety integrity level

[0075] 20 Electropneumatic pressure regulator

[0076] 22 Pressure limiter

[0077] 24 Pressure Corrector

[0078] 26 Relay valve

[0079] 28 Pneumatic pressure regulator

[0080] 30 Pressure selector

[0081] N Emergency brake signal

[0082] Pb brake cylinder pressure

[0083] Ps supply pressure

[0084] Pv1 First pilot pressure

[0085] Pv1' limited first pilot pressure

[0086] Pv2 Second pilot pressure

[0087] Pv12 Larger pilot pressure

[0088] PVC Corrected Pilot Pressure

Claims

1. A braking device for performing emergency braking of a rail vehicle, comprising: at least one brake cylinder (14); a pressure regulating device (12) for providing a brake cylinder pressure (Pb) to a brake cylinder (14); and a control device (16) for operating the pressure regulating device (12), Its characteristics are: The control device (16) has a control system and at least one further control system, each for actuating the pressure regulating device (12), wherein the different control systems of the control device (16) are designed according to different safety integrity levels. The control device (16) is designed to monitor an actuation effect achieved by a control system with a lower safety integrity level and, if a predetermined limit value for the actuation effect is fallen below, to actuate the pressure regulating device (12) by means of a control system with a higher safety integrity level, wherein: The control device (16) has a first control system (16a) as a control system having a lower first safety integrity level and a second control system (16b) as a control system having a higher second safety integrity level, wherein the number of parameters or sensor signals processed by the first control system (16a) is higher than the number of parameters or sensor signals processed by the second control system (16b), and the control device (16) has a third control system (16c) configured according to a third safety integrity level higher than the first safety integrity level. The pressure regulating device (12) comprises: an electropneumatic pressure regulator (20), which generates a first pilot pressure (Pv1) based on a provided supply pressure (Ps) through a first control system (16a) or a second control system (16b) for controlling the electropneumatic pressure regulator (20), and the first pilot pressure can be converted into a corresponding brake cylinder pressure (Pb); and a pneumatic pressure regulator (28), which generates a second pilot pressure (Pv2) based on the provided supply pressure (Ps) through a third control system (16c) for controlling the pneumatic pressure regulator (28), and the second pilot pressure can be converted into a corresponding brake cylinder pressure (Pb); and The pressure regulating device (12) has a pressure selector (30) for selecting the larger pilot pressure (Pv12) of the first and second pilot pressures (Pv1, Pv2).

2. A braking device as described in claim 1, in which the electropneumatic pressure regulator (20) generates a first pilot pressure (Pv1) corresponding to a basic brake pressure when controlled by a first control system (16a) of a control device (16), and generates a first pilot pressure (Pv1) corresponding to a brake pressure greater or smaller than the basic brake pressure depending on the load and / or speed of the rail vehicle when controlled by a second control system (16b) of the control device (16).

3. A braking device as described in claim 1 or 2, in which the pressure regulating device (12) also has a pressure corrector (24) for correcting the pilot pressure generated based on the provided supply pressure (Ps) based on at least one current state parameter of the rail vehicle, wherein the corrected pilot pressure (Pvc) generated in this way can be converted into a corresponding brake cylinder pressure (Pb).

4. A rail vehicle having at least one brake system according to any one of claims 1 to 3.

5. A method for performing emergency braking of a rail vehicle, in which a brake cylinder pressure (Pb) is provided to at least one brake cylinder (14) by a pressure regulating device (12) for performing emergency braking, which is controlled by a control device (16), characterized in that: The brake cylinder pressure (Pb) is generated according to a safety integrity level of a control system of a control device (16), which safety integrity level is selected from at least two different safety integrity levels available in the pressure regulating device (12), the control device (16) having a first control system (16a) as a control system having a lower first safety integrity level and a second control system (16b) as a control system having a higher second safety integrity level, and the control device (16) having a third control system (16c) configured according to a third safety integrity level higher than the first safety integrity level, When the control device (16) receives an emergency braking signal (N), the control device (16) controls the pressure regulating device (12) to perform emergency braking, wherein the effect of the lower safety integrity level is monitored and, if a predetermined limit value for the effect is fallen below, a brake cylinder pressure (Pb) is generated according to the higher safety integrity level, wherein, on the one hand, the first control system (16a) or the second control system (16b) controls the electropneumatic pressure regulator (20) of the pressure regulating device (12) and generates a first pilot pressure (Pv1) based on the supply pressure (Ps) via the electropneumatic pressure regulator (20) according to the first safety integrity level or the second safety integrity level, and on the other hand, the third control system (16c) switches on the pneumatic pressure regulator (28) of the pressure regulating device (12) and generates a second pilot pressure (Pv2) based on the supply pressure (Ps) via the pneumatic pressure regulator (28) according to the third safety integrity level, and The larger pilot pressure (Pv12) of the first and second pilot pressures (Pv1, Pv2) is selected by a pressure selector (30) of the pressure regulating device (12) and is further transmitted.

6. A method as claimed in claim 5, in which the electropneumatic pressure regulator (20) generates a first pilot pressure (Pv1) corresponding to a basic brake pressure when a first safety integrity level is selected, and generates a first pilot pressure (Pv1) corresponding to a brake pressure that is greater or less than the basic brake pressure depending on the load and / or speed of the rail vehicle when a second safety integrity level different from the first safety integrity level is selected.

7. A method as claimed in claim 5 or 6, in which the pilot pressure generated based on the provided supply pressure (Ps) is corrected based on at least one current state parameter of the rail vehicle, and the corrected pilot pressure (Pvc) generated in this way is then converted into a corresponding brake cylinder pressure (Pb).

8. The method as claimed in claim 5 or 6, in which the selection of the safety integrity level is performed continuously during the emergency braking process. 9 . The method as claimed in claim 7 , wherein the selection of the safety integrity level is performed continuously during the emergency braking process.

Images