Adjusting device for brake system of rail vehicle

Abstract

The invention relates to an adjusting device (R) for a brake system (B) of a rail vehicle (S), which is suitable for adjusting only at least one parameter of the brake system (B). The adjusting device has at least one sensor device (3) suitable for measuring at least one operating parameter of a wheel unit (W) associated with the brake system (B); and a controller (2) suitable for receiving the at least one operating parameter of a wheel unit (W) associated with the brake system (B) measured by the at least one sensor device (3) and for receiving a target value (aSoll), and determining therefrom an actuation variable (GSell) for the brake system (B), which actuation variable is transmitted to the brake system (B). The target value (aSoll) can be greater than or less than an operating parameter of a wheel unit (W) associated with the brake system (B).

Description

Technical Field

[0001] The invention relates to speed reduction regulation of a rail vehicle by means of a local regulator. Background Art

[0002] When designing braking systems for rail vehicles, the best possible reproducibility of the braking process is desired, so that the actually achieved deceleration of the train can be decoupled from variable operating conditions such as weather influences and tolerances of the brake and bogie equipment.

[0003] This results in more stable braking performance and more constant braking distances - not in shorter braking distances, but in reproducible braking distances, i.e., they always remain the same under the same boundary conditions. When any braking is carried out in a rail vehicle, constant conditions at the brake system generally result in an equivalent deceleration and thus always a constant braking distance, since the same braking force acts on each wheel.

[0004] However, such ideal conditions are not realistic in practice, since the resulting braking distance, even with adequate adhesion conditions, is subject to strong tolerances, for example due to fluctuations in the friction coefficient of the brake lining-brake disc-friction pair, the temperature of the brake disc, aging of the brake caliper and other factors.

[0005] Usually, a central deceleration control is provided for a train consisting of several rail vehicles, and a central control can control all rail vehicles of a train simultaneously. However, if the communication link fails, the following problem arises: deceleration control may not be possible locally (for example, at a brake unit that is disconnected due to a communication failure). In addition, there are long communication times between the rail vehicles, which can negatively affect the control. In addition, there may be different communication times for the individual brake units, which likewise reduces the quality of the control.

[0006] In the prior art, for example, document EP3681772A1 is known, which discloses an operation and emergency control system for at least one rail vehicle. This document discloses a system in which the applied rotational braking torque can be increased if the current deceleration value is less than the deceleration target value. That is, here, too weak deceleration can be partially compensated by increasing the braking force.

[0007] Furthermore, document EP 3 056 397 A1 discloses a brake control device in which the total braking force required to achieve a certain deceleration is distributed to different rail vehicles or brake devices by means of a calculation unit.

[0008] Furthermore, document GB 2402983 A is known in the prior art, in which measured values, such as wheel speeds, are transmitted to a data processor which allows individual adjustment of the brake pressure at each axle, at each bogie or at each rail vehicle. A central data processor is used here, and also further sub-data processors are used which are able to evaluate the measured values ​​of specific axles or bogies.

[0009] Furthermore, the document US 2004 / 0046442 A1 is known in the prior art, which discloses a brake system for a rail vehicle, in which each bogie is connected to a pressure line and the brake system can be controlled by at least one local electronic brake control unit. However, in this case, operating data are exchanged between the individual brake control units. The local brake control units are also connected to a central brake control unit via a data bus.

[0010] That is, the prior art has the disadvantage that a central controller is usually provided, wherein the communication between the central controller and the individual brake systems may be disturbed. Summary of the invention

[0011] The object of the present invention is to provide a control system for a rail vehicle in which the braking force can be adjusted locally, ie for each chassis, each rail vehicle, each wheel or each axle, and nevertheless a high control quality can be achieved.

[0012] This object is achieved by a regulating device according to claim 1 , a rail vehicle according to claim 9 and a train according to claim 12 .

[0013] Further advantageous embodiments of the invention are the subject matter of the dependent claims.

[0014] The regulating device for the brake system of a rail vehicle according to the invention is suitable for regulating at least one parameter of the brake system. The brake system can be arranged on a wheel unit, a bogie or a car. A wheel unit can include a single wheel or a plurality of logically or technically coupled wheels (for example, two wheels on an axle, a wheel on a bogie). The regulating device has at least one sensor device, which is suitable for measuring at least one operating parameter of a wheel unit equipped with the brake system, or a bogie or a car equipped with the brake system. In addition, there is a regulator, which is suitable for receiving at least one operating parameter of a wheel unit equipped with the brake system measured by the at least one sensor device and receiving a target value or determining a target value based on an external signal (for example, in the case of emergency braking), and thereby determining a control variable for the brake system, which is also transmitted to the brake system. The target value can be greater or less than the operating parameters of the wheel unit associated with the brake system, thereby enabling a complete regulation, wherein in the brake unit, the manipulated variable can be the brake pressure, the braking force / clamping force (for example for an electromechanical brake) or the current (for example for an eddy current brake). However, the manipulated variable can also be a correction factor, which acts on a set manipulated variable, such as pressure, etc. In this case, the reference variable is a target deceleration, which the control device receives from the outside, for example from a calculation unit, which calculates the target value for the braking force for each brake, or which is stored in the control device itself and can be triggered via an external signal (for example an emergency brake signal). Such local control loops can work independently of each other and can also have dynamic characteristics, which also only relate to the corresponding brake system. Such a local system also only accesses local sensors, i.e. sensors that are also associated with the wheel unit braked by the brake system.

[0015] Furthermore, by eliminating the need for a central main controller, costs for the rail vehicle can be saved. Furthermore, the wiring effort is reduced.

[0016] Independently of the communication architecture and the resulting fault modes (also in the event of a disturbance or failure), the braking force of each brake device can be influenced by means of a control in order to achieve the desired deceleration.

[0017] What is important is to be able to increase or decrease the target pressure brake force, that is, not just compensate, but regulate correctly.

[0018] Through this arrangement, a closed-loop control circuit consisting of a sensor system and an actuator system can be realized.

[0019] Preferably, the parameter of the brake system that is adjusted by the adjustment device is the deceleration. This enables local deceleration adjustment. In this way, each brake system in a rail vehicle can have the same target deceleration, which is adjusted locally.

[0020] The at least one sensor device is preferably a deceleration sensor, a wheel speed sensor and / or a global positioning system (GPS) sensor. Such sensors can then measure corresponding values, which are relevant for assessing the deceleration. In addition, preferably there is a calculation unit which is suitable for determining the actual deceleration from the values ​​of the wheel speed sensor and / or the GPS sensor, wherein the deceleration sensor can be omitted and one or more other sensors can be used to determine the corresponding deceleration.

[0021] Preferably, the manipulated variable is a brake pressure, a brake force / clamping force, a brake torque or an electric current, the brake pressure being used, for example, in the case of pneumatic brakes or hydraulic brakes, the brake force being used, for example, in the case of electromechanical brake actuators, and the electric current being used, for example, in the case of eddy current brakes.

[0022] Preferably, the at least one sensor device is suitable for measuring only at least one operating parameter of a wheel unit or multiple wheel units associated with the brake system, and the corresponding regulator is suitable for only receiving the at least one operating parameter of the wheel unit associated with the brake system measured by the at least one sensor device.

[0023] This means that the regulator has access only to local sensor data and thus a closed control loop exists which, among other things, enables rapid regulation since long communication links can be avoided.

[0024] Preferably, deviations of the manipulated variable (brake pressure, brake force, brake torque or current) from a specified reference point are taken into account during the control. In this case, when adjusting the brake pressure as the manipulated variable, not only the control deviation of the deceleration but also the deviation from a reference pressure or reference force (e.g. a "standard pressure" or "reference force" calculated for a specific deceleration requirement) influence the brake pressure or clamping force to be set. This helps to ensure that the manipulated variables do not deviate from one another.

[0025] Preferably, the regulating device is suitable for taking into account the local driving resistance when regulating one of the manipulated variables. This improves the deceleration behavior, in particular when the target deceleration is derived locally from the emergency brake signal.

[0026] The rail vehicle according to the invention comprises: at least one wheel unit, at least one brake device associated with the at least one wheel unit, and at least one adjusting device as described above. One adjusting device is respectively associated with one brake device. Preferably, the at least one adjusting device is only associated with one brake device, i.e. not with two brake devices on one bogie, etc.

[0027] Further preferably, the at least one regulating device can be designed redundantly, which can avoid that the wheel unit cannot perform deceleration regulation in the event of a failure of a local regulating device, because when a regulating device fails, the redundant regulating device can take over.

[0028] The train according to the invention comprises at least two rail vehicles and further comprises a braking parameter calculation unit, which is suitable for calculating a target deceleration for each braking unit based on a signal from a braking request input device. However, the following problem may arise here: the control parameters (e.g. brake pressure) of a plurality of existing braking units may deviate from each other. In this case, adhesion problems may arise, because different braking units may have different braking forces that deviate from each other within the adjustment limits and may exceed the adhesion limits specified on some braking units. However, the braking request can be input by a user (e.g. a train driver) via a braking request input device. Each regulating device then receives a corresponding, preferably identical, target deceleration, which should be adjusted accordingly. This can avoid the control parameters from deviating too much from each other. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Preferred embodiments of the present invention will be described in more detail below with reference to the accompanying drawings.

[0030] Figure 1 The arrangement of three local adjusting devices assigned to corresponding brake systems is shown.

[0031] Figure 2 The control loop of the control device according to the invention is shown schematically.

[0032] Figure 3 A train according to the invention is shown having three rail vehicles, ie carriages. DETAILED DESCRIPTION

[0033] exist Figure 1 Schematic diagrams of three regulating devices R, R' and R" are shown in FIG. They are respectively composed of a regulator 2, 2', 2" and corresponding sensors 3, 3' and 3", which are equipped with corresponding brake devices B, B' and B".

[0034] Via the communication network 4, the regulators 2, 2' and 2" are connected to a brake parameter calculation unit 1, which is in turn connected to a brake request input device A. For example, the train driver can use the brake request input device to input the desired deceleration of the entire train or train combination. The brake parameter calculation unit 1 correspondingly calculates the distribution of the braking force for each brake unit B, B' and B", and transmits it to the corresponding regulators 2, 2' and 2". The communication network 4 is arranged unidirectionally by arrows, that is, the brake parameter calculation unit 1 only predetermines the target value to each regulator 2, 2' and 2", and the regulator does not return the parameter to the brake parameter calculation unit 1, which is not used for central monitoring of the regulators 2, 2' and 2". However, in the event of emergency braking, the target value can also be formed locally by the regulators 2, 2' and 2", and the corresponding regulator will then only receive the emergency braking signal from the brake parameter calculation unit 1.

[0035] Each regulating device R, R' and R" works purely locally and in this example influences a brake system B, B' or B". It is also possible to influence the brake system of a bogie, ie both brake systems, but it is usually better to regulate each brake system separately.

[0036] Figure 2 The control loop according to the invention is schematically shown. A target deceleration a is predefined in the controller 2. Soll And the actual deceleration a Ist The control parameter G is calculated from this Stell , in this case the braking force, is transmitted to the corresponding brake unit B. Feedback is provided there, since the corresponding deceleration value a is measured at the corresponding wheel by the sensor device 3. Ist If the sensor 3 is, for example, an acceleration sensor, a wheel speed sensor or a GPS sensor, a calculation unit 5 is also provided, which calculates the corresponding deceleration from this. The actual deceleration is now fed back and transmitted to the regulator 2 in turn.

[0037] Therefore, there is a closed-loop control circuit, which can correct the actual deceleration value a that is too high or too low. Ist A corresponding reaction is made, ie the manipulated variable can be adjusted upward or downward in order to adapt the target deceleration and the actual deceleration.

[0038] Figure 3A train Z according to the invention is shown, which consists of three rail vehicles S, S' and S". A braking parameter calculation unit 1 is connected to a braking request input device A. Connections to individual local regulators 2, 2', 2" and 2'" are implemented at the braking parameter calculation unit 1, which are respectively equipped with a braking device B, B', B" and B'", which in turn are equipped with wheel units W, W', W" and W". Local sensors 3, 3', 3" and 3"' are respectively present, and the regulators 2, 2', 2" and 2"' only receive local sensor parameters of the corresponding sensors 3, 3', 3" and 3"'. Via a communication network 4, only the braking parameters of the braking parameter calculation unit 1 are predetermined to the individual regulators 2, 2', 2" and 2"', and no communication occurs in the other direction.

[0039] The present invention is not limited to the above-described embodiments.

[0040] For example, a combined sensor may also be present which measures the actual deceleration from different measured values.

[0041] Reference numerals list

[0042] 1 Braking parameter calculation unit

[0043] 2, 2', 2", 2"' regulator

[0044] 3, 3', 3", 3"' sensor device

[0045] 4 Communication Network

[0046] 5 Computational Unit

[0047] R Adjustment device

[0048] S, S', S" rail vehicles

[0049] B, B', B" brake equipment

[0050] Z Train

[0051] W, W', W", W"' wheel units

[0052] G Stell Manipulation parameters

[0053] a Ist Actual deceleration

[0054] a Soll Target deceleration

[0055] RF Reference Point

Claims

1. A control device (R) for a brake system (B) of a rail vehicle (S), the control device being suitable for adjusting only at least one parameter of the brake system (B), the control device comprising: at least one sensor device (3) suitable for measuring at least one operating parameter of a wheel unit (W, W', W", W'") associated with the brake system (B), A controller (2) adapted to receive at least one operating parameter of a wheel unit (W, W', W", W'") associated with the brake system (B) measured by the at least one sensor device (3) and to receive a target value (a Soll ) or determine a target value based on an external signal and thereby determine a control variable (G) for the brake system (B) Stell ), the manipulated variable is transmitted to the brake system (B), in, The target value (a Soll ) may be greater than or less than the operating parameters of the wheel units (W, W', W", W'"') associated with the brake device (B).

2. The regulating device (R) according to claim 1, wherein: The variable of the brake system (B) which is regulated by the regulating device (1) is the deceleration.

3. The regulating device (R) according to claim 1 or 2, wherein: The at least one sensor device (3) is a deceleration sensor, a wheel speed sensor or a GPS sensor.

4. The control device (R) according to claim 3 further comprises a calculation unit (5) which is suitable for determining the actual deceleration (a) from the values ​​of the wheel speed sensor and / or the GPS sensor. Ist ).

5. The regulating device (R) according to any one of claims 1 to 4, wherein: The control parameter (G Stell ) is the brake pressure, clamping force or current.

6. A regulating device (R) according to any one of the preceding claims, wherein: The at least one sensor device (3) is suitable for measuring only at least one operating parameter of the wheel unit (W, W', W", W"') associated with the brake system (B), and the regulator (2) is suitable for receiving only the at least one operating parameter of the wheel unit (W, W', W", W"') associated with the brake system (B) measured by the at least one sensor device (3).

7. A regulating device (R) according to any one of the preceding claims, wherein: The manipulated variable (G Stell ) is the deviation from the reference point (RF).

8. A regulating device (R) according to any one of the preceding claims, which is suitable for regulating one of the manipulated variables (G Stell ) when considering the local driving resistance.

9. Rail vehicle(s), having: at least one wheel unit (W, W', W", W'"); at least one brake device (B), which is associated with the at least one wheel unit (W, W', W", W'"); At least one adjusting device (R) according to any one of claims 1 to 8, each of which is associated with a brake system (B).

10. The rail vehicle (S) according to claim 9, wherein: The at least one adjusting device (1) is respectively associated with only one brake system (B).

11. A rail vehicle (S) according to claim 9 or 10, wherein: The at least one regulating device (1) is arranged redundantly.

12. Train (Z), including: At least two rail vehicles (S) according to any one of claims 9 to 11; A braking parameter calculation unit (1) adapted to calculate a target deceleration (a) for each braking unit (B, B', B") based on a signal from a braking request input device (A) Soll 、a Soll '、a Soll "), Each regulating device (R, R', R") receives a corresponding target deceleration (a Soll 、a Soll '、a Soll ").

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