Braking system for at least one rail vehicle and track signaling architecture

Abstract

A braking system 100 for at least one rail vehicle (RV) is described, arranged to provide information to at least one trackside signaling system (TS), or to at least one onboard signaling system (OB), or simultaneously to at least one trackside signaling system (TS) and at least one onboard signaling system (OB), regarding various factors affecting the braking of the rail vehicle, including information about a correction factor k. wet Information about the correction factor k wet A predefined rated deceleration value is applied to the at least one rail vehicle under low traction conditions. The information regarding factors affecting the braking of the rail vehicle is determined in real time by the braking system. An additional braking system is described, wherein information regarding the various factors affecting the braking of the rail vehicle includes information about the available traction of at least one wheel (W) of the rail vehicle and the track (R). A signal architecture is also described.

Description

Technical Field

[0001] This invention generally pertains to the management, control, and protection systems for rail transit and related onboard signaling, ERTMS / ETCS (European Rail Traffic Management System / European Train Control System); in particular, this invention relates to braking systems and track signaling architectures for at least one rail vehicle. Background Technology

[0002] The performance of a rail vehicle during its operation is related to the rail infrastructure on which the rail vehicle travels and the performance of the rail vehicle itself.

[0003] Rail vehicles and rail infrastructure are connected by a signaling system, which allows for the control and management of rail vehicles to ensure safe operation.

[0004] Today, there are many types of rail vehicles with different characteristics, and so are signaling systems.

[0005] Most new rail transport vehicles are called Gamma trains and have a fixed composition, a prescribed number of railcars, and a known set of braking systems.

[0006] The signaling system is the bridge between rail vehicles and rail infrastructure, and is part of both.

[0007] Known signaling systems typically include at least one trackside signaling system (TS) and at least one onboard signaling system (OB).

[0008] The onboard signaling system (OB) is included within the rail vehicle. The OB communicates with the backbone of at least one rail vehicle, receives and transmits information to the various rail vehicle subsystems, and simultaneously communicates with the trackside signaling system (TS).

[0009] The trackside signaling system (TS) is included within the track infrastructure and communicates with the infrastructure network and the onboard signaling system (OB).

[0010] The relationship between the speed of at least one rail vehicle and the distance traveled by at least one rail vehicle during braking is called the braking curve.

[0011] Current and past signaling systems are primarily based on the concept of fixed blocks, where the parameters used to determine the braking curve are predefined parameters determined during the construction of at least one rail vehicle or train.

[0012] The trackside signaling system TS and the onboard signaling system OB are arranged to determine the braking curve. Based on this braking curve, they can determine the stopping distance of the rail vehicle.

[0013] As mentioned above, the braking curve is a function of predetermined parameters determined for each rail vehicle, the values ​​of which are predefined during the manufacturing of the rail vehicle.

[0014] In adverse environmental conditions, where the adhesion coefficient is low, a correction factor is typically used. In the railway industry, this correction factor is often referred to as K. wet .

[0015] In the prior art, the correction factor K wet A predetermined value is assigned to ensure that the determined parking distance is sufficient to guarantee safety even under adverse environmental conditions. Therefore, this correction factor K... wet The value is usually defined taking into account the presence of a low adhesion coefficient.

[0016] As mentioned above, the signaling system is primarily based on the concept of a fixed block, where the parameters used to determine the braking curve are predefined parameters determined during the construction process of at least one rail vehicle or train. Therefore, the correction factor K... wet The value is also defined only during the construction process of at least one rail vehicle or train.

[0017] Therefore, under normal operating conditions of a rail vehicle, even if the rail vehicle is not in favorable environmental conditions, the braking curve determined by at least one trackside signaling system TS and at least one onboard signaling system OB will be an unreal weakened braking curve. This explains the existence of the so-called unfavorable environmental conditions mentioned above, which in fact do not exist.

[0018] Therefore, the trackside signaling system TS and at least one onboard signaling system OB will assign the rail vehicle a greater stopping distance than the rail vehicle could actually achieve under more favorable environmental conditions.

[0019] On the other hand, regarding the case where there is at least one fault at the rail vehicle level, in addition to the correction factor K... wet In addition, other predetermined parameters can be used to determine the braking curve by at least one trackside signaling system TS and at least one onboard signaling system OB. The values ​​of these predetermined parameters are predefined again when the rail vehicle is manufactured.

[0020] In this case, the braking curve determined by at least one trackside signaling system TS and at least one onboard signaling system OB will be another weakened braking curve, which will also take into account the possibility of the at least one fault.

[0021] Therefore, even if the rail vehicle is not faulty, the braking curve determined by at least one trackside signaling system TS and at least one onboard signaling system OB will be an unrealized braking curve that takes into account the hypothetical presence of a fault.

[0022] In this situation, the trackside signaling system TS and at least one onboard signaling system OB will therefore assign the rail vehicle a greater stopping distance than the rail vehicle could actually achieve under fault-free or favorable environmental conditions.

[0023] Figure 1 The upper part shows the stopping distance D1 determined by the trackside signaling system TS and at least one onboard signaling system OB according to the predetermined parameters, and the lower part shows the actual stopping distance D2 of the rail vehicle RV when there is no fault.

[0024] The determination of a weakened braking curve and the subsequent allocation of longer stopping distances for the rail vehicles result in unfavorable handling of traffic, for example, on the rail line. In practice, the travel distance between rail vehicles will be greater than necessary.

[0025] Below is a possible example of brake curve calculation. For instance, the calculation of the brake curve is described in the ETCS specifications (ERTMS / ETCS, subset 026-3, subset 026-7).

[0026] Braking curves are typically generated by braking calculations performed by the onboard signaling system (OB). When the coefficient of adhesion is low, the braking curve calculation is partly based on the aforementioned correction factor K. wet This correction factor typically depends on the velocity K. wet (V) and the vehicle.

[0027] For example, some examples of parameters that may affect the calculation of the braking curve are as follows:

[0028] -Safe deceleration, related to safety: A_SAFE(V, d): depends on speed and distance, and depends on the rail vehicle;

[0029] -Safe deceleration during emergency braking: A_BRAKE_SAFE(V, d): depends on speed and distance, and depends on the vehicle;

[0030] - Emergency braking deceleration: A_BRAKE_EMERGENCY(V, d): depends on speed and distance, and depends on the vehicle;

[0031] - Confidence level coefficient: M_NVEBCL: Local value, depending on the track alignment;

[0032] - Vehicle braking performance: K dry(V, M_NVEBCL): Depends on speed and confidence level, and depends on the vehicle;

[0033] - Available wheel / track adhesion weighting factor: M_NVAVADH: Local value, depends on track line;

[0034] - Adhesion factor: M_ADHESION: A coefficient on the track, which depends on the track;

[0035] - Track condition type: M_TRACKCOND: May disable certain types of brakes, depending on the track;

[0036] - Special brakes (EP, MTB, eddy current, ED): used to affect the braking setup and deceleration time, depending on the rail vehicle;

[0037] - Maximum deceleration under reduced adhesion conditions (mu<0.06): A_MAXREDADH: Local value based on the location of the brake and special brake.

[0038] In existing technologies, emergency braking deceleration and the coefficient K, which affects the calculation of overall braking distance and the overall performance of the rail vehicle, are considered. dry and K wet These measurements were taken during the debugging process or calculated offline using Monte Carlo simulation.

[0039] The formula that can be used is:

[0040]

[0041] Safe deceleration A safe Safety deceleration based on emergency braking A brakesafe Gradient deceleration A at locations with normal adhesion conditions gradient .

[0042]

[0043] Safe deceleration A safe Safety deceleration based on emergency braking A brakesafe Maximum deceleration A under conditions of reduced adhesion MAXREDADH The minimum value between and the gradient deceleration A at the location with reduced adhesion. gradient .

[0044]

[0045] A BRAKEsafe This is the deceleration that a rail vehicle can achieve based on speed and distance; the equation shows that it depends on A as a function of speed and distance. brake emergencyThese values ​​depend on the specific type of brake that may be used during braking.

[0046] The specific type of braking device that may be used is obviously determined by the presence or absence of that specific braking device, but also by M TRACKCOND The value of is determined by . In fact, this variable represents the restraint exerted on a portion of the track by certain special types of braking devices.

[0047] This equation also depends on K. dry As a function of velocity and confidence level. Confidence level is K. dry The reliability coefficient is a target used to describe the failure rate of equipment and its distribution around the expected value.

[0048] This equation also depends on K. wet As a function of velocity. K wet The coefficient is based on field tests conforming to EN15595, during which the performance of the WSP (“Wheel Slip Protection”) system is evaluated and the increase in braking distance is detected. The braking distance range is then converted to K. wet coefficient.

[0049] This equation also depends on M. NVAVADH This value is used to allow the operator to control K. wet The coefficients are modulated.

[0050] The formula above is just an example of various possible formulas for calculating the total braking distance.

[0051] Here are some exemplary cases:

[0052] Case 1:

[0053] The following data provides examples of the use of different variables and their effects (based on actual field data):

[0054] M NVAVADH =0|K is fully considered in the above formula (3). wet ;

[0055] K wet =0.7 | K is determined according to EN15595 wet ;

[0056] M ADHESION =1|The track is not smooth;

[0057] K dry =0.8 | K calculated based on EBCL level dry Consider one fault;

[0058] A MAXREDADH=0.5| Since the track is not smooth, it is not relevant in this case;

[0059] With the variables set as described above, the fault is determined by calculating K under rated operating conditions. dry This is taken into account, so the system is resilient to the first failure. This consideration also reduces the performance achievable under actual rated conditions (fail-free).

[0060] With the variable settings described above, starting from the second failure, the system should run at a slower speed, thus affecting service operation.

[0061] With the above variable settings, under normal dry driving conditions, the braking distance is always reduced based on the braking distance under low adhesion conditions as defined in EN15595.

[0062] Case 2:

[0063] Now consider the second dataset:

[0064] M NVAVADH =0|K is fully considered in the above formula (3). wet ;

[0065] K wet =0.7 | K is determined according to EN15595 wet ;

[0066] M ADHESION =0 | The track is smooth;

[0067] K dry =0.8 | K calculated based on EBCL level dry Consider one fault;

[0068] A MAXREDADH =0.3| Since the orbit is smooth, it is correlated in this case;

[0069] With the variable settings described above, the track is smooth and safe for emergency braking and deceleration, and A... MAXREDADH The minimum value between these two values ​​is used to determine safe deceleration.

[0070] Since A_MAXREDADH is the minimum value, K is no longer used. dry and K wet Furthermore, the deceleration used depends neither on the actual adhesion nor on equipment malfunction. Summary of the Invention

[0071] One object of the present invention is to provide a solution for real-time notification of the actual performance that a vehicle can achieve during braking to the trackside signaling system TS and / or the on-board signaling system OB, based on the actual adhesion conditions of the track on which at least one rail vehicle is traveling.

[0072] In this way, the trackside signaling system TS and / or the onboard signaling system OB will be able to determine the achievable performance of the rail vehicle by receiving information about adhesion conditions, and adjust the calculation of the braking curve according to the actual operating conditions of the rail vehicle, thereby adjusting the braking distance.

[0073] For example, under dry conditions, the trackside signaling system TS and / or the onboard signaling system OB will be able to determine the true braking distance, which will allow for a shorter braking distance than existing technologies, enabling vehicles to travel more closely and thus increasing the capacity of the entire line.

[0074] Conversely, under low adhesion conditions, the trackside signaling system TS and / or the onboard signaling system OB will result in a greater braking distance than in the former case, in order to ensure a safe stopping distance. In this case, the actual adhesion conditions and the relative correction factor K to be applied can be considered when calculating the braking curve. wet To determine the braking distance.

[0075] The new signaling system is designed for movable blocks and Automatic Train Operation (ATO).

[0076] Movable blocks allow for adjustments to vehicle movement based on the characteristics of the vehicle and the actual presence of other rail vehicles. This type of signaling system can take into account the characteristics of each vehicle.

[0077] According to one aspect of the invention, the above and other objects and advantages are achieved by a braking system for at least one rail vehicle having the features defined in claim 1 and by a track signaling architecture having the features defined in claim 14. Preferred embodiments of the invention are defined in the dependent claims, the contents of which should be understood as an integral part of this specification. Attached Figure Description

[0078] The functional and structural features of some preferred embodiments of the braking system and track signaling architecture of at least one rail vehicle according to the present invention will now be described. Please refer to the accompanying drawings, in which:

[0079] - Figure 1 Two possible braking curves are illustrated by example;

[0080] - Figure 2 An embodiment of the present invention is shown;

[0081] - Figure 2BA block diagram illustrating an example of using adhesion information is shown;

[0082] - Figure 3 Three possible usage configurations are shown;

[0083] - Figure 4 An embodiment of a distributed transmission of information about factors affecting the braking of rail vehicles is illustrated; and

[0084] - Figure 5 An example of centralized transmission of information about factors affecting the braking of rail vehicles is shown. Detailed Implementation

[0085] Before describing several embodiments of the present invention in detail, it should be clarified that the invention is not limited in application to the structural details and configurations of the components presented in the following description or shown in the drawings. The invention may take other embodiments and may be implemented or constructed in practice in different ways. It should also be understood that these terms and expressions are for descriptive purposes and should not be construed as limiting. The use of “comprising” and “including” and variations thereof should be understood to include the elements listed below and their equivalents, as well as additional elements and their equivalents.

[0086] The following describes a first embodiment of a braking system for at least one rail vehicle according to the present invention.

[0087] In this first embodiment, the braking system is arranged to provide information about various factors affecting the braking of the rail vehicle to at least one trackside signaling system TS, or to at least one onboard signaling system OB, or simultaneously to at least one trackside signaling system TS and at least one onboard signaling system OB. This information about the various factors affecting the braking of the rail vehicle includes information about the correction factor k. wet Information about the correction factor k wet A predefined value for rated deceleration applied to at least one rail vehicle under low adhesion conditions.

[0088] This information about the factors affecting the braking of rail vehicles is determined in real time by the braking system. In particular, this information about the factors affecting the braking of rail vehicles is not static, nor is it a default value defined during the construction of the rail vehicles.

[0089] For example, the braking system can determine the correction factor k in real time based on, for example, the adhesion value associated with the axle of the rail vehicle. wet The correction factor k wetThis applies to a predefined rated deceleration value for at least one rail vehicle under low traction conditions. For example, the correction factor k can be determined by the same braking system by measuring the traction value of one axle or by reading or receiving the traction value of one axle from a special system / means / device associated with the braking system (e.g., a "wheel slip protection" system, WSP). wet .

[0090] In the second embodiment, the braking system 100 is again arranged to provide information about various factors affecting the braking of the rail vehicle to at least one trackside signaling system TS, or to at least one onboard signaling system OB, or simultaneously to at least one trackside signaling system TS and at least one onboard signaling system OB.

[0091] In contrast to the previous embodiment, in this second embodiment, the information regarding the various factors affecting the braking of the rail vehicle includes information regarding the available adhesion of at least one wheel W of the rail vehicle and the track R.

[0092] Information about the various factors affecting the braking of rail vehicles is again determined in real time by the braking system.

[0093] In this embodiment, at least one trackside signaling system TS is arranged to determine a correction factor k based on the received information regarding the available adhesion of at least one wheel W of the rail vehicle and the track R. wet The correction factor k wet A predefined value for rated deceleration applied to at least one rail vehicle under low traction conditions. Additionally or alternatively, at least one onboard signaling system OB is arranged to determine a correction factor k based on received information regarding the available traction of at least one wheel W of the rail vehicle and the track R. wet The correction factor k wet A predefined rated deceleration value is applied to at least one rail vehicle under low adhesion conditions.

[0094] Preferably, for example in Figure 2 It can be observed that the braking system of at least one rail vehicle may include at least one braking device 102.

[0095] Preferably, for any of the embodiments described above, the information regarding the various factors affecting the braking of the rail vehicle may further include at least one of the following:

[0096] -Information regarding the optimal slip point between the wheel and the rail, determined by the braking system 100;

[0097] -Information regarding the speed of at least one rail vehicle;

[0098] -Information regarding the braking distance determined by the braking system (100) based on the current speed of at least one rail vehicle;

[0099] - Information regarding the availability of the at least one braking device 102;

[0100] -Information regarding the deceleration of rail vehicles;

[0101] - Information about the level of braking force applied by at least one braking device.

[0102] The term “provided” to at least one trackside signaling system TS, or to at least one onboard signaling system OB, or simultaneously to at least one trackside signaling system TS, in this invention refers both to direct provision and indirect provision obtained through intermediate provision to one or more intermediate device elements / assemblies or systems, such as an intermediate train control and management system, TCMS (“Train Control and Management System”), which receives information from the braking system and transmits it to at least one trackside signaling system TS or at least one onboard signaling system OB, or simultaneously to at least one trackside signaling system TS and at least one onboard signaling system OB.

[0103] Factors affecting the braking of rail vehicles can be understood as all aspects inside the rail vehicle or external environmental aspects that may affect the braking action of the rail vehicle.

[0104] Information about the available adhesion of at least one wheel of a rail vehicle and the track can be understood as information indicating the current available adhesion of at least one wheel of a rail vehicle and the track, for example, detected or determined in real time according to a known algorithm.

[0105] Information about the optimal slip point between the wheel and the rail, determined by the braking system, can be understood as information indicating the optimal slip point between the wheel and the rail, for example, detected or determined in real time according to known algorithms. Modern wheel slip protection systems (WSPs) use axle slip point to improve braking performance under low traction conditions. This slip point can be determined in various ways, many of which require trial and error to determine the optimal slip point. This results in a loss of braking force compared to an existing optimal slip point. Since the optimal slip point can affect the vehicle's overall deceleration / braking distance, it is valuable information for the braking system.

[0106] Using a principle similar to that described for adhesion information, the optimal slip point can be shared between the relevant braking and signaling devices before being sent back to the subsequent rail vehicle or train.

[0107] Regarding the correction factor k wet Information about the correction factor k wetA predefined value for rated deceleration applied to at least one rail vehicle under low adhesion conditions can be understood as information indicating the correction factor value under low adhesion coefficient conditions.

[0108] Information about the speed of rail vehicles can be understood as information indicating the current speed of rail vehicles as detected or determined in real time.

[0109] Information about the braking distance determined by the braking system based on the vehicle's current speed can be understood as information indicating the braking distance determined by the braking system according to any known algorithm.

[0110] Information regarding the current availability of the at least one braking device can be understood as, for example, whether a particular braking device is available due to a malfunction.

[0111] Information about the current deceleration of a rail vehicle can be understood as information indicating the real-time deceleration of the rail vehicle.

[0112] Information about the current braking force level can be understood as information indicating the current level of braking applied by the braking system. For example, this information could be a percentage of the applied braking force relative to the maximum possible braking level. This information can also be sent for monitoring purposes.

[0113] This information can be used to adjust the braking distance calculation based on the actual force transmitted rather than the expected force transmitted, which will make the braking distance calculation more accurate.

[0114] Preferably, at least one braking device is of the electro-pneumatic, electric, or electromechanical type.

[0115] Below is an example of using adhesion information. In this case, it is assumed that at least one braking device can measure the adhesion between the wheel and the track. EN15595 describes a common method for measuring adhesion, after which the measured adhesion value can be transmitted by the braking system. Figure 2B As can be seen from this, the braking distance is calculated using the adhesion value μ. min This adhesion value μ is used as an input to determine the braking distance. min Based on the measurement of adhesion μ measured and track adhesion μ track The minimum value between MIN(μ) measured μ track ).

[0116] V axle1，2，…n It is used to determine the measured adhesion force μ measured The speed of each axle.

[0117] The trackside signaling system TS transmits the track adhesion value μ. track It is transmitted to the passing rail vehicles.

[0118] When the first rail vehicle brakes, the adhesion force μ is measured. measured It is transmitted to the onboard signaling system OB. At the end of each braking sequence (braking ends or the rail vehicle speed equals 0), V... RV =0), the measured adhesion μ of the vehicle signal system OBmeasured The information is transmitted to the trackside signaling system TS, which stores the received track information μ. OBmeasured The subsequent onboard signaling system OB of the rail vehicle can receive signals based on the μ. OBmeasured Updated μtrack orbital adhesion value μ track .

[0119] μ track It is the average adhesion strength (AVERAGE(μ, μ)) measured at least on the last 3 stored adhesion values. n-1 μ n-2 ).

[0120] μ min or μ measured The factor used in ETCS, such as K, can be modulated. wet The effect of low adhesion on the extended braking distance is determined and used for the calculation of braking distance.

[0121] in this case, With K wet As a coefficient representing the available adhesion.

[0122] This will allow the braking curve to be modulated based on the actual measured adhesion values, and a conservative approach will be adopted because the coefficients defined in this way will estimate a longer braking distance than the actual vehicle performance due to the track cleaning effect.

[0123] This method allows for continuous updates of track adhesion data and allows for the calculation of braking distance based on the actual state of the track adhesion to be used, as described in the second embodiment above. An alternative method is to transmit K... wet The coefficient, instead of measuring adhesion as in the first embodiment described above.

[0124] Below is an example of information regarding the availability of braking devices.

[0125] Currently, rail vehicle suppliers calculate the failure rate of each braking device, that is, each type of braking device and other components involved in initiating, transmitting and applying emergency braking.

[0126] In current ETCS braking distance calculations, confidence level variables are used to determine the effectiveness of emergency braking deceleration, taking into account the potential unavailability of the braking device and the probability distribution of its force. Typically, the offline Monte Carlo method is used for failures of different devices.

[0127] The downside is that this approach is static and does not take into account actual failures, but it does take into account a broader range of failure probabilities.

[0128] Thanks to this invention, given appropriate information, the signal can include the availability of all braking devices on the vehicle in real time. Using this information, the achievable braking distance can be accurately calculated.

[0129] For example, a rail vehicle may only have an electro-pneumatic brake (EP), with no other components involved in the initiation, propagation, or application of emergency braking. For instance, considering a rated use of 10 units, each accounting for 10% of the total braking force, the failure rate of a single EP brake unit is 5 × 10⁻⁶ per hour. -6 .

[0130] Example 1:

[0131] The vehicle is in operation, and there is no EP device malfunction. The probability distribution of the EP brakes is equal to one Dirac. The vehicle will travel at a speed equivalent to at least 1×10⁻⁶ of EBCL level 5. -5 The vehicle will achieve a 100% certainty of deceleration. In other words, the vehicle will achieve deceleration with a certainty of less than 1 failure rate of the EP device. The vehicle will achieve a deceleration rate of at least 1×10 at EBCL level 9. -10 The certainty of deceleration reaches 90%. In other words, the vehicle will decelerate with a certainty of less than two failures of the EP device. However, since the certainty is higher than the failure rate of one EP device, we assume that one EP device will fail.

[0132] Example 2:

[0133] The vehicle is in operation and one EP device has malfunctioned, which has been notified to the onboard signal. This means that due to the malfunction of one EP device, the vehicle will decelerate to 90% of its rated deceleration. The vehicle will then proceed at a speed equivalent to at least 1×10 at EBCL level 5. -5 The vehicle will achieve a 90% certainty of deceleration. The vehicle will achieve degraded deceleration with a failure rate of less than one failure of the EP unit. Because one EP unit has failed, it achieves degraded deceleration instead of rated deceleration. The vehicle will achieve at least 1×10 at a rate higher than EBCL level 9. -10 The certainty of deceleration reaches 80%. Compared to the two faults of the EP device, the vehicle will achieve deceleration with less certainty.

[0134] The following steps show how to calculate deceleration based on the required EBCL and the failure rate of the device under consideration.

[0135]

[0136] This example is for vehicles that use only EP (Electric Pneumatic Brakes). If they all contribute to deceleration, the same concept can be applied to vehicles with multiple types of braking systems. The above can be similarly applied to specialized braking systems.

[0137] On the other hand, the current deceleration and speed of the vehicle can be provided by the braking system to the relevant signaling devices TS and OB. The numerous measurement results can then be analyzed to provide more accurate track vehicle speed and deceleration data.

[0138] Generally, the onboard signaling system (OB) calculates a reference speed based on a limited number of speed sensors, typically between one and two.

[0139] Electro-pneumatic (EP), electric ED, and electromechanical (EM) braking systems typically include a wheel slip protection (WSP) function, which adjusts the force applied to the wheel based on slip, defined as the difference in longitudinal speed between the wheel and the vehicle. To adjust the force, the device with the embedded wheel slip protection (WSP) function measures the wheel speed and estimates the vehicle speed based on a processed algorithm.

[0140] Locally, each device estimates the speed of at least one rail vehicle based on the speeds of four different wheels. Accelerometers or Global Positioning System (GPS) can also be used to calculate the speed of the rail vehicle with an accuracy at least as required by EN15595.

[0141] Based on the number of wheels considered and compliance with EN standards, the braking system's estimation of vehicle speed will be superior to the vehicle speed calculation by the onboard signaling system (OB).

[0142] Furthermore, the speeds of different units can be calculated centrally to more accurately estimate the speed of at least one rail vehicle.

[0143] On the other hand, it is obvious that the braking system 100 can also control a plurality of braking devices 102, which are connected to, for example, individual wheels or individual axles of a vehicle.

[0144] Preferably, the braking system may further include at least one special braking device (“special brake”). In this case, information regarding factors affecting the braking of the rail vehicle may further include:

[0145] -Information regarding the current availability of the at least one special braking device;

[0146] - Information about the current level of braking force applied by at least one special braking device.

[0147] Information regarding the current availability of the at least one special braking device can be understood as, for example, information indicating whether a particular braking device is available, for example, due to a malfunction.

[0148] Information regarding the current level of braking force applied by at least one special braking device can be understood as, for example, information indicating the current level of braking applied by the special braking device. For example, this information could be an application percentage relative to the maximum possible braking level, and could also be sent for monitoring purposes.

[0149] Preferably, at least one special braking device may be at least one magnetic rail brake MTB, and / or sandbox and / or eddy current brake.

[0150] For example, sandboxes fall under the category of special brakes; although they do not directly promote vehicle deceleration, they enhance the force generated by other braking devices, thus affecting the braking of rail vehicles.

[0151] Sandbox efficiency information can also be sent for monitoring purposes.

[0152] like Figure 3 As can be seen, in the first configuration of the track signaling architecture, the braking system can directly provide at least one of the information about the factors affecting the braking of the track vehicle to at least one trackside signaling system (TS).

[0153] In a second configuration of the track signaling architecture, the braking system can provide at least one of the information regarding factors affecting the braking of the track vehicle to at least one on-board signaling system OB. In this case, the at least one on-board signaling system OB can be arranged to forward the information regarding factors affecting the braking of the track vehicle to at least one trackside signaling system TS.

[0154] In a third configuration of the track signaling architecture, the braking system can be arranged to provide at least one of the information regarding factors affecting the braking of the track vehicles by also sending the information about factors affecting the braking of the at least one track vehicle to the Train Control and Management System (TCMS). In this case, the at least one onboard signaling system (OB) and / or the at least one trackside signaling system (TS) can each be arranged to receive the information about factors affecting the braking of the track vehicles from the Train Control and Management System (TCMS).

[0155] In another embodiment, when the braking system is arranged to provide at least one of the information regarding factors affecting rail vehicle braking to at least one trackside signaling system (TS), the braking system may also be arranged to transmit at least one of the information regarding factors affecting rail vehicle braking to at least one remote server. In this case, the trackside signaling system (TS) may be arranged to receive the information regarding factors affecting rail vehicle braking from the at least one remote server.

[0156] like Figure 4 As can be seen, the at least one braking device may be arranged to provide the information regarding factors affecting the braking of the rail vehicle directly to the at least one on-board signaling system OB and / or the at least one trackside signaling system TS, or again to the at least one train control and management system TCMS. When present, the at least one special braking device 104 may also be arranged to provide the information regarding factors affecting the braking of the rail vehicle to the at least one on-board signaling system OB and / or the at least one trackside signaling system TS.

[0157] In other words, this information is provided in a distributed manner by one or more braking devices or one or more special braking devices.

[0158] like Figure 5 As seen in another embodiment, the braking system may include at least one braking control unit 106, for example, assigned to control one or more braking devices and / or one or more special braking devices. In this case, the braking control unit may be arranged to centrally collect information on factors affecting the braking of the rail vehicle from the braking devices to provide to the at least one on-board signaling system OB, and / or the at least one trackside signaling system TS, or the at least one train control and management system TCMS. When special braking devices are present, the braking control unit may be arranged to also centrally collect information on factors affecting the braking of the rail vehicle from the special braking devices to provide to the at least one on-board signaling system OB and / or the at least one trackside signaling system TS.

[0159] For certain types of architectures, such as the centralized architecture mentioned above, braking distance can be calculated using the main braking device.

[0160] In fact, the real-time data required to make an accurate estimate of the braking distance is available to this unit.

[0161] Preferably, the braking control unit can process at least one of the information regarding factors affecting the braking of the rail vehicle.

[0162] The control unit can be a solution with a Safety Integrity Level (SIL) ≥ 2, for example, according to the latest regulations that came into effect on August 27, 2020.

[0163] Preferably, the braking system provides the information regarding factors affecting the braking of the rail vehicle to at least one trackside signaling system (TS), or to at least one onboard signaling system (OB), or simultaneously to at least one trackside signaling system (TS) and at least one onboard signaling system (OB), via at least one wired communication device or one wireless communication device. For example, the communication device may be a digital I / O, Ethernet, Multifunction Vehicle Bus (MVB), Controller Area Network (CAN), Echelon, Bluetooth, WiFi, or GSM.

[0164] The present invention further relates to an orbital signal architecture, comprising:

[0165] - A braking system according to any of the above embodiments;

[0166] - At least one trackside signaling system TS, or at least one vehicle-mounted signaling system OB, or at least one trackside signaling system TS and one vehicle-mounted signaling system OB.

[0167] In the track signal management architecture, when the braking system provides the on-board signaling system OB with information about factors affecting the braking of the track vehicle, the on-board signaling system OB can be configured to determine the braking curve of the track vehicle based on the information about factors affecting the braking of the track vehicle.

[0168] Furthermore, when the braking system provides the onboard signaling system OB with information about factors affecting the braking of the rail vehicle, and the information about factors affecting the braking of the rail vehicle includes information about the availability of the at least one braking device, the onboard signaling system OB can be arranged to determine the achievable deceleration of the rail vehicle based on the information about the availability of the at least one braking device.

[0169] Finally, when a special braking device is present, and when the braking system provides the onboard signaling system OB with information about factors affecting the braking of the rail vehicle, and the information about factors affecting the braking of the rail vehicle includes information about the availability of the at least one special braking device, the onboard signaling system OB can be arranged to determine the achievable deceleration of the rail vehicle based on the information about the availability of the at least one special braking device.

[0170] The explanations given in this document for at least one rail vehicle can be similarly applied to trains consisting of multiple rail vehicles.

[0171] Therefore, the advantage achieved is that a solution is provided that enables the trackside signaling system (TS) and the onboard signaling system to determine the braking curve and stopping distance of the rail vehicle based on the inherent real-time parameters of the surrounding adhesion conditions. Aspects and embodiments of a braking system with a signaling architecture according to the invention have been described. It is understood that each embodiment can be combined with any other embodiment. Furthermore, the invention is not limited to the described embodiments but can be varied within the scope defined by the appended claims.

Claims

1. A braking system (100) for at least one rail vehicle (RV), wherein the braking system (100) is arranged to provide information on various factors affecting the braking of the rail vehicle to at least one trackside signaling system (TS), or to at least one onboard signaling system (OB), or simultaneously to at least one trackside signaling system (TS) and at least one onboard signaling system (OB); in, The information regarding the various factors affecting the braking of the rail vehicle includes: -Regarding the correction factor k wet Information about the correction factor k wet The predefined rated deceleration value applied to the at least one rail vehicle under low adhesion conditions; The information regarding the various factors affecting the braking of the rail vehicle is determined in real time by the braking system.

2. The braking system according to claim 1, wherein, The braking system includes at least one braking device (102).

3. The braking system according to claim 2, wherein, The information regarding the factors affecting the braking of the rail vehicle includes at least one of the following: -Information regarding the optimal slip point between the wheel and the track as determined by the braking system (100); -Information regarding the speed of the at least one rail vehicle; -Information regarding the braking distance determined by the braking system (100) based on the current speed of the at least one rail vehicle; -Information regarding the availability of the at least one braking device (102); - Information regarding the deceleration of the rail vehicle; - Information regarding the level of braking force applied by the at least one braking device.

4. The braking system according to claim 2, wherein, The at least one braking device is of the electro-pneumatic type, the electric type, or the electromechanical type.

5. The braking system according to claim 1 further includes at least one special braking device (104). in, The information regarding the various factors affecting the braking of the rail vehicle, determined in real time by the braking system, further includes: -Information regarding the availability of the at least one special braking device (104); - Information regarding the level of braking force applied by the at least one special braking device (104).

6. The braking system according to claim 5, wherein, The at least one special braking device includes at least one of the following devices: -Magnetic track brake MTB; -Sandbox; - Eddy current brake.

7. The braking system according to claim 2, wherein, The at least one braking device is arranged to provide information about factors affecting the braking of the rail vehicle to the at least one onboard signaling system (OB) and / or the at least one trackside signaling system (TS).

8. The braking system according to claim 5, wherein, The at least one special braking device is arranged to provide information about factors affecting the braking of the rail vehicle to the at least one onboard signaling system (OB) and / or the at least one trackside signaling system (TS).

9. The braking system according to claim 2, comprising at least one braking control unit; The braking control unit is arranged to collect information about factors affecting the braking of the rail vehicle from the at least one braking device in a centralized manner, for provision to the at least one onboard signaling system (OB) and / or the at least one trackside signaling system (TS).

10. The braking system according to claim 5, comprising at least one braking control unit; The braking control unit is arranged to collect information about factors affecting the braking of the rail vehicle from at least one braking device of the braking system in a centralized manner, to provide to the at least one onboard signaling system (OB) and / or the at least one trackside signaling system (TS), wherein the braking control unit is arranged to collect information about factors affecting the braking of the rail vehicle from the special braking device in a centralized manner, to provide to the at least one onboard signaling system (OB) and / or the at least one trackside signaling system (TS).

11. The braking system according to claim 9, wherein, The braking control unit is arranged to process at least one of the information regarding the various factors affecting the braking of the rail vehicle.

12. The braking system according to claim 1, wherein, The braking system provides information about the various factors affecting the braking of the rail vehicle to the at least one trackside signaling system (TS), or to the at least one onboard signaling system (OB), or simultaneously to the at least one trackside signaling system (TS) and the at least one onboard signaling system (OB), via at least one hardwired communication device or wireless communication device.

13. A braking system (100) for at least one rail vehicle (RV), wherein the braking system (100) is arranged to provide information on various factors affecting the braking of the rail vehicle to at least one trackside signaling system (TS), or to at least one onboard signaling system (OB), or simultaneously to at least one trackside signaling system (TS) and at least one onboard signaling system (OB); in, The information regarding the various factors affecting the braking of the rail vehicle includes: - Information regarding the available adhesion of at least one wheel (W) and track (R) of the said rail vehicle; The information regarding the various factors affecting the braking of the rail vehicle is determined in real time by the braking system. The at least one trackside signaling system (TS) is arranged to determine a correction factor k based on the received information regarding the available adhesion of at least one wheel (W) and track (R) of the rail vehicle. wet The correction factor k wet The at least one onboard signaling system (OB) is configured to determine a correction factor k based on the received information regarding the available adhesion of at least one wheel (W) and track (R) of the rail vehicle, and a predefined rated deceleration value applied to the at least one rail vehicle under low adhesion conditions. wet The correction factor k wet The predefined rated deceleration value is applied to the at least one rail vehicle under low adhesion conditions.

14. A track signal architecture, comprising: - The braking system according to claim 3; - At least one trackside signaling system (TS), or at least one onboard signaling system (OB), or at least one trackside signaling system (TS) and one onboard signaling system (OB).

15. The track signal architecture according to claim 14, wherein: When the braking system is configured to provide the onboard signaling system (OB) with information about the various factors affecting the braking of the rail vehicle, the onboard signaling system (OB) is configured to determine the braking profile of the rail vehicle based on the information about the various factors affecting the braking of the rail vehicle.

16. The track signal architecture according to claim 14 or 15, wherein: When the braking system is arranged to provide the onboard signaling system (OB) with information about the various factors affecting the braking of the rail vehicle, and the information about the various factors affecting the braking of the rail vehicle includes information about the availability of the at least one braking device, the onboard signaling system (OB) is arranged to determine the achievable deceleration of the rail vehicle based on the information about the availability of the at least one braking device.

17. The track signal architecture according to claim 14 or 15, wherein, The braking system includes at least one special braking device. When the braking system is arranged to provide the onboard signaling system (OB) with information about the various factors affecting the braking of the rail vehicle, and the information about the various factors affecting the braking of the rail vehicle includes information about the availability of the at least one special braking device, the onboard signaling system (OB) is arranged to determine the achievable deceleration of the rail vehicle based on the information about the availability of the at least one special braking device.

18. The track signal architecture according to claim 14, wherein, When the braking system is configured to provide at least one of the information regarding the various factors affecting the braking of the rail vehicle to the at least one on-board signaling system (OB), The at least one onboard signaling system (OB) is arranged to forward information about the various factors affecting the braking of the rail vehicle to the at least one trackside signaling system (TS).

19. The track signal architecture according to claim 14, wherein, The braking system is arranged to provide at least one of the various factors affecting the braking of the rail vehicle by sending the information about the various factors affecting the braking of the rail vehicle to at least one train control and management system (TCMS) of the at least one rail vehicle. And the at least one onboard signaling system (OB) and / or the at least one trackside signaling system (TS) are arranged to receive information from the train control and management system (TCMS) regarding the various factors affecting the braking of the rail vehicle.

20. The track signal architecture according to claim 14, wherein, When the braking system is configured to provide at least one of the information regarding the various factors affecting the braking of the rail vehicle to the at least one trackside signaling system (TS), The braking system is arranged to transmit at least one of the information regarding the various factors affecting the braking of the rail vehicle to at least one remote server, and The trackside signaling system (TS) is configured to receive information from the at least one remote server regarding the various factors affecting the braking of the rail vehicle.

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