Adjustment system and method for adjusting at least two brake systems of rail vehicle

Abstract

In one aspect, the invention relates to a control system (R) for a rail vehicle (S) or a train (Z), comprising a central control unit (1) and at least two local control units (2, 21) associated with the central control unit. The central controller (1) and the at least two local controllers (2, 21) are connected to each other via a network (5). Each local regulator (2, 21) is suitable for influencing the braking force on at least one brake system (B, B1) associated therewith, and the central regulator (1) is suitable for influencing the braking force of all brake systems (B, B1) associated with the at least two local regulators (2, 21). The central regulator (1) serves as a main regulator, and the local regulators (2, 21) serve as standby levels. In another aspect, the invention relates to a method for adjusting at least two brake units (B, B ') of a rail vehicle (S) or train (Z).

Description

Technical Field

[0001] The present application relates to influencing operating parameters of a brake unit of a rail vehicle using a central controller and a local controller. For example, a deceleration control of the rail vehicle can be realized here, but also a corresponding slip control can be realized. Background Art

[0002] The operating parameters of the brake system of a rail vehicle, such as the corresponding pneumatic brake pressure or hydraulic brake pressure in the brake cylinder, are adjusted during braking (mainly during service braking, but also during emergency braking or rapid braking). For example, deceleration adjustment is often performed, because the deceleration value achieved and the resulting braking distance are subject to tolerance even when the adhesion conditions are sufficient. Therefore, the braking distance of the rail vehicle should be reasonably adjusted. The purpose of this adjustment is not to shorten the braking distance, but to keep the braking process as repeatable as possible, that is, the braking distance remains as constant as possible under the same boundary conditions. Another type of adjustment in rail vehicles is slip adjustment, in which the braking force or brake pressure on the brake system is correspondingly changed or adjusted when there are no suitable adhesion conditions, that is, when slip occurs.

[0003] In deceleration control, one or more devices (eg sensors) are provided on the rail vehicle, which can be used to detect or measure the deceleration or calculate the deceleration from its information. In anti-slip control, for example, the rotation speed of each wheel can be measured by sensors.

[0004] Document GB2402983A discloses a braking system for a rail vehicle, wherein a corresponding axle speed sensor is installed on each axle of the rail vehicle to measure the rotation speed of the corresponding axle. Thus, the braking pressure on each axle or on each bogie or rail vehicle can be controlled. The braking system has a local processor for each carriage, which is adjusted accordingly.

[0005] Furthermore, the document EP2949523A1 is known in the prior art, which discloses a weight-independent safety brake. Here, there is a closed-loop control for the brake control device, in which the negative actual acceleration, i.e. the braking deceleration, measured by the acceleration sensor is used as an input variable. The actual acceleration or the braking force deceleration is compared with a preset target acceleration, and the brake is correspondingly actuated to perform an adjustment so that the actual acceleration matches the target acceleration within the adjustment period.

[0006] Furthermore, the document EP 3331734 A2 is known in the prior art, which includes a braking system for a rail vehicle, which in turn includes a target value setter for a target value of a total braking force, a regulator for determining at least one manipulated variable based on the target value, and at least one actuator, which transmits the manipulated variable value for at least one brake device. A module is provided for at least approximately transmitting acceleration components of the rail vehicle and a module for determining an actual value of the total braking force from these acceleration components while taking into account the vehicle speed and the vehicle weight, and the regulator is designed to subsequently adjust the manipulated variable value so that the control deviation between the target value and the determined actual value is reduced.

[0007] In the prior art, either a plurality of local regulators or a central regulator is present, by means of which the braking force of the entire rail vehicle can be adjusted.

[0008] However, when using a central controller, there is the problem that, in the event of a failure or malfunction of the controller or the associated necessary infrastructure (e.g. the communication network of the brake system), the adjustment of the brake system parameters can no longer be achieved or can be achieved with reduced adjustment quality or with low accuracy. Taking the deceleration control as an example, in the absence of a malfunction, the central controller can adjust the deceleration with high quality and high accuracy. In the event of a failure of the communication network (e.g. the vehicle bus), the central deceleration control can no longer function and is converted from a closed-loop control operation to a conventional open-loop control operation. The repeatability of the braking distance is thereby reduced. Summary of the invention

[0009] It is therefore an object of the present invention to provide a control system for influencing the braking force of a brake system of a rail vehicle, in which a high-quality control is possible even if a central controller fails or malfunctions.

[0010] This object is achieved by a control system according to claim 1 , a rail vehicle according to claim 11 , a train according to claim 12 and a method according to claim 13 .

[0011] Further advantageous embodiments of the invention are the subject matter of the dependent claims.

[0012] The control system according to the invention is provided for influencing, i.e. controlling or regulating, the respective braking forces on at least two brake devices of a rail vehicle or train. Such a control system comprises a central controller and at least two local controllers associated with the central controller, wherein the central controller and the at least two local controllers are connected to one another via a network. The local controller is suitable for influencing the braking forces of one or more brake devices associated with the local controller, i.e. there is a local controller for each brake device or group of brake devices. The central controller is suitable for influencing the braking forces of all brake devices associated with the at least two local controllers, since these local controllers are in turn associated with the central controller.

[0013] The central controller is therefore associated with a certain number of brake systems. The local controllers are each associated with a subgroup of brake systems, preferably with exactly one brake system or all brake systems of a bogie.

[0014] For each train (combination of one or more rail vehicles), there may also be a plurality of central regulators, each of which is provided for influencing operating parameters of a certain number of brake systems. A rail vehicle is a unit that cannot be separated during operation.

[0015] In the error-free state, the central controller controls the operating parameters of the brake system (eg deceleration, slip) with high quality by means of actuation of the brake system.

[0016] That is, on the one hand, there is the possibility of influencing all the braking forces on the brake system of a rail vehicle by a central controller, but there is also the possibility of influencing these braking forces completely or at least partially by local controllers associated with the respective brake system. That is, the central controller takes on the main control tasks and the local controllers take on the auxiliary control tasks. With such a system, there is a combination of efficient and precise main control and auxiliary control with high availability.

[0017] Furthermore, such a system is also advantageous from a safety perspective, since the auxiliary controller, ie the local controller, operates independently of the central controller, and the individual local auxiliary controllers are also independent of one another and influence the respective braking force of one or more brake systems associated therewith.

[0018] If a fault occurs in the central controller, which, for example, affects the braking force and the brake system, the fault is detected accordingly and can therefore be switched to the local controller, thereby reducing the possibility of incorrect control, such as the resulting increase in braking distance in the case of deceleration control.

[0019] Furthermore, the braking force of each local controller can be influenced independently of the communication architecture and the resulting fault modes (in the event of a disturbance or failure) in order to achieve the desired deceleration by means of the control.

[0020] The central controller can also be redundant, but this does not provide a remedy when the communication architecture fails, but only when the central controller fails.

[0021] That is, under normal operating conditions, the central controller can provide high control quality and accuracy. In the event of a failure of the communication system, such as the vehicle bus, the local controller can take over the control accordingly, and the control of the brake system, such as the deceleration control, can continue to be effective. The control quality may be reduced to a certain extent, but sufficient control accuracy can always be provided.

[0022] If the braking system of a rail vehicle is implemented by means of pneumatic brake cylinders, the pressure is calculated and set for each brake system according to the braking request. The compliance with the deceleration is monitored by the adaptation of the brake pressure via the corresponding sensors (in the case of deceleration: acceleration sensors or speed sensors, together with corresponding calculations) and is regulated by means of a central controller or a local controller. In this case, the pneumatic brake cylinder is the control path. That is, the actuating variable for the pneumatic brake cylinder is output by the central controller, while the local controller does not change this actuating variable. However, if the local controller takes over the control of the corresponding brake system, the actuating variable output by the central controller is not taken into account, but only the actuating variable of the corresponding local controller.

[0023] A wheel unit can consist of a single wheel or a number of logically or technically coupled wheels, for example two wheels of an axle or all wheels of a bogie. Thus, wheels and wheel groups can be controlled either per bogie or per carriage.

[0024] The respective local regulator preferably receives values ​​from sensors on the brake system (or wheel unit) to which it is assigned. The central regulator preferably receives measured values ​​from all sensors on the brake systems (or wheel units) to which it is assigned. In the normal case, the at least one central regulator regulates the corresponding operating parameters of the brake system (e.g. deceleration) and, for this purpose, influences the braking force achieved by the respective brake system. In the case of an implementation with pneumatic brakes, the brake system then correspondingly achieves the required value via the underlying pressure regulation. In the event of a fault (e.g. failure of the central regulator), the local regulator takes over the regulation.

[0025] However, the braking request can also be a force, a pressure or another physical actuated variable.

[0026] Preferably, the central regulator is arranged to influence only the braking force on all brake devices of the rail vehicle or train in a first operating state. The first operating state is a fault-free state. The at least two local regulators are suitable for monitoring the central regulator or the manipulated variable outputted by it, and the respective local regulator is also suitable for at least partially, further preferably also completely, influencing the operating parameters of the brake devices associated therewith in a second operating state. The second operating state exists when at least one predetermined criterion exists, for example, a failure and / or a fault of the central regulator or the network, and / or when the manipulated variable of a local regulator exceeds or falls below a predetermined threshold value (i.e., the local regulator recognizes that an increased regulation is required, while the central regulator does not output such a manipulated variable).

[0027] That is, the local regulator is considered here as an auxiliary regulator or a backup level. The backup level can be implemented here in that after the switch from the first operating state to the second operating state, the target value is formed from the requests of the central regulator and the local regulator. This can be done, for example, according to the maximum value formation method or similar principles. The corresponding request can be a force, a pressure or other physical manipulated variable that influences the brake system or the brake device.

[0028] In this way, in the event of a failure of a central controller or of a communication system, it can be ensured that a control of the corresponding brake system, for example a deceleration control or an anti-slip control, is also carried out locally.

[0029] The architecture consisting of a central controller and local controllers allows the controllers to be tested for plausibility with each other. For example, if a local controller behaves untrustworthy, it can be excluded from possible conversions. The corresponding plausibility test criteria for the local controllers can then be stored in the central controller.

[0030] The fallback level implemented by the local controllers can also be implemented implicitly by permanently using the maximum value formation mentioned above by way of example, ie without a specific switchover between the central controller and the local controller, but rather the local controller takes over the value of the central controller by means of the maximum value formation.

[0031] Further preferably, the at least two local regulators are connected to a corresponding determiner, which monitors a central regulator (associated with the at least two local regulators) and stores the at least one predetermined criterion in the determiner. The determiner can determine, based on the predetermined criterion, whether to adjust the operating parameters of the corresponding brake system assigned to the local regulator connected to the corresponding determiner by the central regulator or to perform auxiliary adjustment by the local regulator.

[0032] The switch to a local regulator can occur, for example, in the following situations:

[0033] When there is no communication with the central regulator;

[0034] When the central regulator does not signal that it is functionally ready;

[0035] When monitoring of the central controller shows deviations from the expected behavior, for example, the course of the target deceleration and the actual deceleration can be evaluated and, if necessary, other status signals (such as the activity of the anti-skid function) as well as diagnostic and fault information can be analyzed.

[0036] Preferably, in the local regulator, the target braking force is added with a factor or an offset determined by the corresponding local regulator. The local regulator can then output a target value that is modified compared to the central regulator.

[0037] The target value can be increased or decreased, for example, by a certain percentage in order to achieve a priority for the central controller: if a maximum value is formed, it would not make sense for the local controller and the central controller to always alternately take over the control. That is, in the absence of a fault, the central controller should always take over the control or regulation task. This can be achieved, for example, by slightly reducing the target value predefined by the local controller.

[0038] Preferably, the target value for the braking force or braking deceleration of the braking device associated with the at least one local regulator is stored in the form of a fixed value, a characteristic curve and / or a characteristic curve cluster. This is a simple relationship and the local regulator can quickly access these relationships and make sufficiently precise adjustments. Fixed values ​​are particularly advantageous in emergency braking situations. The target value for the braking force of the at least one braking device associated with the at least one local regulator can also be provided by an external device.

[0039] Preferably, when at least one reset criterion is reached, only the central controller is suitable for influencing the braking force in the brake system of the rail vehicle or train to which it is assigned, ie the local controllers are no longer effective in this respect.

[0040] The reset criterion is, for example, the end of braking, the stationary state of the rail vehicle / train or a satisfactory plausibility check. The plausibility check can be performed, for example, by a decision unit. The decision unit can check whether the value predefined by the central controller is plausible. In the case of an untrustworthy value, as described above, the local controller can take over the control of the brake system as an auxiliary control, but if the decision unit determines that the central controller has again predefined a plausible value, in this case the central controller is switched back.

[0041] The regulating system according to the invention is preferably provided for regulating the actual deceleration of at least two brake systems of a rail vehicle during braking.

[0042] This is the traditional speed reduction adjustment.

[0043] Further preferably, the control system is provided to receive as input variables the braking request and at least two local actual deceleration values ​​of at least two brake devices and to output as output values ​​at least two target braking forces for the respective brake devices.

[0044] Preferably, the actual deceleration value of the corresponding brake system is determined based on local variables, which are preferably determined by at least one acceleration sensor, at least one speed sensor and / or a GPS receiver by combining and / or fusing individual sensor signals. Combination sensors or sensor combinations are also possible here.

[0045] Preferably, the central regulator is arranged together with one of the local regulators on one housing, which saves installation space and wiring complexity. However, the two regulators are different in function and are also separated from each other.

[0046] The rail vehicle according to the invention comprises: at least two wheel units; at least two brake devices, which are suitable for braking the corresponding wheel units; and at least one regulating device according to the invention. Preferably, each of the at least two brake devices (or a group of brake devices) is equipped with a local regulator of the regulating device.

[0047] The train according to the present invention has a plurality of rail vehicles, and each rail vehicle has at least two wheel units and at least two brake devices associated with the corresponding wheel units, which are suitable for braking the corresponding wheel units. The train includes at least one regulating device according to the present invention, and a regulating device is associated with a certain number of brake devices. That is, there can be a plurality of central regulators in a train, and each of the plurality of central regulators regulates a plurality of brake devices, which can also be assisted by a local regulator.

[0048] The method according to the invention for regulating at least two brake systems of a rail vehicle or train comprises the following steps:

[0049] a) influencing at least one braking force of the corresponding brake system via a central regulator;

[0050] b) checking whether predetermined criteria exist;

[0051] c) if the predetermined criterion does not exist in step b): return to step a); if the predetermined criterion exists in step b): influence the braking force of the corresponding brake unit at least partially by means of a correspondingly assigned local regulator;

[0052] d) Check whether reset criteria exist;

[0053] e) If the reset criterion exists in step d): return to step a); If the reset criterion does not exist in step d): return to step c) and continue to influence the braking force of the respective brake unit at least partially via the respectively associated local controller.

[0054] If the predetermined criterion is present in step b), the braking force of the respective brake system is preferably influenced completely by the respectively assigned local controller. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Preferred exemplary embodiments of the present invention are explained in more detail below with reference to the accompanying drawings.

[0056] Figure 1 A schematic diagram of a control system R according to the invention is shown.

[0057] Figure 2 A flow chart of the method according to the invention is shown.

[0058] Figure 3 A schematic diagram of a train according to the invention is shown. DETAILED DESCRIPTION

[0059] exist Figure 1 A schematic diagram of a control system R according to the invention is shown in FIG.

[0060] A central regulator 1 is provided, which is connected to four local regulators 2, 2', 2", and 2'" via a network 5. A determiner 3, 3', 3", and 3'" is also connected upstream to each of the local regulators 2, 2', 2", and 2'" respectively. Each local regulator receives sensor data from sensors 4, 4', 4", and 4'" as input values, such as the speed or acceleration measured locally. This information is also provided to the central regulator 1. Each local regulator 2, 2', 2", and 2'" is equipped with a corresponding brake device B, B', B", and B'", which in turn are equipped with corresponding wheel units W, W', W", and W'".

[0061] The actual deceleration is determined as a function of local variables, such as deceleration, local wheel speed, GPS analysis or a corresponding combination. The decision devices 3, 3', 3" and 3"' of the respective brake systems B, B', B" and B'" monitor the central controller 1 and can switch to the respective local controller 2, 2', 2" and 2"' according to a predetermined criterion, which thus serves as an auxiliary controller. The switch to the local controller can be carried out, for example, in the following cases: when there is no communication with the central controller 1, when the central controller 1 does not indicate functional readiness with a signal, when the monitoring of the central controller 1 shows a deviation from the expected behavior, thereby, for example, evaluating the course of the target deceleration and the actual deceleration, as well as, for example, evaluating other status signals as well as diagnostic information and fault information. When switching to the local controller 2, 2', 2" and 2"', only the local braking force in the respective brake system B, B', B" and B'" that is associated with this local controller is affected. This has a direct effect on the total braking force of the rail vehicle and therefore also on the total deceleration of the rail vehicle. It is also possible that, for example, the communication between the central controller 1 and the decision device 3 ″ is interrupted. In this case, the brake system B″ is regulated by the local controller 2 ″ (because the decision device 3 ″ makes this decision), while the brake systems B, B′ and B′″ are still regulated by the central controller 1 .

[0062] Figure 2 is a flow chart of a method according to the present invention.

[0063] In step a), the braking force of the respective brake unit is influenced by the central regulator. This is the first operating state in which no fault is present. In step b), it is checked whether a predetermined criterion exists, i.e. whether a fault exists in the central regulator. Therefore, in step b), it is checked whether a predetermined criterion exists. If this is not the case, the braking force continues to be influenced by the central regulator. If the predetermined criterion does exist, go to step c). The braking force of the respective brake unit is then at least partially influenced by the correspondingly provided local regulator. Step d) is repeated continuously, during which it is checked whether a reset criterion exists. If this is not the case, return to step c), i.e. the braking force of the respective brake unit continues to be influenced at least partially by the correspondingly provided local regulator. If in step d), a reset criterion exists, go to step a), i.e. the braking force of the respective brake unit is again influenced or regulated by the central regulator.

[0064] Figure 3 A schematic diagram of a train Z according to the invention is shown having three rail vehicles S, S' and S".

[0065] A first wheel unit W is provided in the first rail vehicle S, two further wheel units W' and W" are provided in two further different vehicles S' and S", and a third wheel unit W'" is provided in the third rail vehicle S'". A local regulator 2, 2', 2" and 2'" is provided on each wheel unit, in addition to sensors 4, 4', 4" and 4'" and brake devices B, B', B" and B'". Each sensor 4', 4" and 4'" and each brake device B, B', B" and B'" is connected to a corresponding local regulator 2, 2', 2" and 2'". All local regulators 2, 2', 2" and 2'" are connected to a central regulator 1. This connection is respectively realized via a first network 5. In addition, a brake request input device A is connected to the first network 5, which is a joystick in the driver's cab in this case, and a brake request can be predetermined by means of the brake request input device. However, it is also possible that each rail vehicle S, S' and S" has its own central regulator 1 (not shown here).

[0066] The central controller 1 and all local controllers 2, 2', 2", and 2'" have access to the output of the brake request input device A. A second network 6 is also connected to the central controller 1, via which other trains can be connected, which are equipped with their own controllers. Central controllers of multiple trains or groups of rail vehicles can communicate with each other via this network 6.

[0067] The present invention is not limited to the above-described embodiments. Other regulators that act independently of one another may also exist, for example regulators for different parameters.

[0068] Reference numerals list

[0069] 1 Central regulator

[0070] 2, 2', 2", 2"' local regulator

[0071] 3, 3', 3", 3"' Determinator

[0072] 4, 4', 4", 4"' sensors

[0073] 4a Accelerometer

[0074] 4b Wheel speed sensor

[0075] 4c GPS Receiver

[0076] 5 First Network

[0077] 6 Second Network

[0078] R, R' regulation system

[0079] S, S' rail vehicles

[0080] Z Train

[0081] B, B', B", B'" brake equipment

[0082] W, W', W", W'" wheel units

[0083] A Brake request input

Claims

1. A control system (R) which is provided for influencing corresponding braking forces on at least two brake systems (B, B') of a rail vehicle (S) or train (Z), the control system comprising a central controller (1) and at least two local controllers (2, 2') associated with the central controller, wherein: The central controller (1) and the at least two local controllers (2, 2') are connected to each other via a network (5). Each local regulator (2, 2') is suitable for influencing the braking force on at least one brake device (B, B') associated with the local regulator, and The central controller (1) is suitable for influencing the braking force of all brake systems (B, B') associated with the at least two local controllers (2, 2').

2. The regulating system (R) according to claim 1, wherein: The central controller (1) is designed to influence only the braking force on all brake systems (B, B') of the rail vehicle (S) or train (Z) in a first operating state (Z1). wherein the at least two local regulators (2, 2') are suitable for monitoring the central regulator (1) and for at least partially, preferably completely, influencing the braking force on at least one brake system (B, B') associated with the respective local regulator (2, 2') in a second operating state (Z2), The second operating state (Z2) is present when at least one predetermined criterion exists, preferably a failure and / or malfunction of the central controller (1) and / or the network (5), and / or when a manipulated variable of a local controller (2, 2') exceeds or falls below a predetermined threshold value.

3. The regulating system (R) according to claim 2, wherein: The at least two local regulators (2, 2') are connected to a corresponding decision unit (3, 2') which monitors the associated central regulator (1) and in which the at least one predetermined criterion is stored.

4. A regulating system (R) according to any one of the preceding claims, wherein: In the local regulator (2, 2'), a coefficient or an offset determined by the local regulator (2, 2') is applied to the target braking force, and / or the local regulator (2, 2') outputs a target value modified compared to the central regulator (1).

5. A regulating system (R) according to any one of the preceding claims, wherein: A target value for a braking force or a braking deceleration of the at least one brake system (B, B') associated with the at least one local regulator (2) is stored in the form of a fixed value, a characteristic curve and / or a characteristic curve cluster.

6. A regulating system (R) according to any one of the preceding claims, wherein: When at least one reset criterion is reached, only the central controller (1) influences the braking force of the braking system (B, B') of the rail vehicle (S) or train (Z) associated with the central controller, wherein the reset criterion is preferably that braking is completed, the rail vehicle (S) or train (Z) is stationary, or a plausibility check is passed.

7. The control system (R) according to claim 1, which is provided for regulating the actual deceleration of at least two brake systems (B, B') of the rail vehicle (S) during braking.

8. A control system (R) according to claim 7, which is configured to obtain a braking request and at least two local actual deceleration values ​​of at least two corresponding braking devices (B, B') as input parameters, and output at least two target braking forces for the corresponding braking devices (B, B') as output values.

9. The regulating system (R) according to claim 8, wherein: The actual deceleration value of the respective braking system (B, B') is determined based on local variables, which are preferably determined by at least one deceleration sensor (4a), at least one wheel speed sensor (4b) and / or a GPS receiver (4c) or by combining and / or fusing individual sensor signals.

10. A regulating system (R) according to any one of the preceding claims, wherein: The central regulator (1) is arranged together with one of the local regulators (2, 2') in a housing.

11. Rail vehicle(s), having: at least two wheel units (W, W'); at least two brake devices (B, B'), each of which is suitable for braking a corresponding wheel unit (W, W'); and At least one regulating system (R, R') according to any one of claims 1 to 10.

12. A train (Z) having a plurality of rail vehicles (S, S'), in, Each rail vehicle (S, S') has at least two wheel units (W, W') and at least two brake devices (B, B'), each of which is suitable for braking the corresponding wheel unit (W, W'), wherein the train (Z) comprises at least one control system (R, R') according to any one of claims 1 to 10, In this case, a control system (R, R') is associated with a certain number n of brake devices (B, B'), where n≥2.

13. A method for regulating at least two brake units (B, B') of a rail vehicle (S) or train (Z), the method comprising the following steps: a) influencing at least one braking force of a corresponding brake system (B, B') by means of a central controller (1); b) checking whether predetermined criteria exist; c) if the predetermined criteria do not exist in step b), return to step a); If the predetermined criterion is present in step b), the braking force of the respective brake system (B, B') is influenced at least partially by means of the correspondingly assigned local regulator (2, 2'); d) Check whether reset criteria exist; e) if the reset criteria exist in step d), return to step a); If in step d) no reset criterion is present, the process returns to step c) and continues to influence the braking force of the respective brake system (B, B') at least partially via the respectively associated local controller (2, 2').

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