Rotational angle detection system for rotational angle detection of rotary brake drive of rail vehicle

Abstract

The invention relates to a rotational angle detection system (1, 1 ', 1' ', 1 ''') for detecting the rotational angle of a rotary brake drive (10) of a rail vehicle, comprising: at least one sensor unit (20, 21) for detecting the rotational angle, which can be operatively connected to the rotary brake drive (10); the invention relates to a sensor device (1) comprising at least one sensor unit (20, 21) and at least one electronic main path for transmitting an actuation signal and / or a sensor signal, the at least one electronic main path being operatively connectable to the at least one sensor unit (20, 21), the at least one electronic main path having at least one signal transmitter (51, 52, 53, 54), the at least one signal transmitter (51, 52, 53, 54) being configured to transmit the actuation signal and / or the sensor signal to the at least one sensor unit (20, 21). The at least one signal transmitter (51, 52, 53, 54) divides the electronic main path into an electronic main path section facing the sensor unit (20, 21) when viewed from the signal transmitter (51, 52, 53, 54) and an electronic main path section facing away from the sensor unit (20, 21) when viewed from the signal transmitter (51, 52, 53, 54), and wherein the at least one signal transmitter (51, 52, 53, 54) is arranged in such a way that the at least one signal transmitter (51, 52, 53, 54) is electrically connected to the sensor unit (20, 21). The at least one sensor unit (20, 21) is electrically separated from an electronic main path section facing away from the sensor unit (20, 21).

Description

Technical Field

[0001] The invention relates to a rotation angle detection system for detecting the rotation angle of a rotary brake drive of a rail vehicle, as well as a brake system for a rail vehicle and a rail vehicle having such a rotation angle detection system. Background Art

[0002] In rail vehicles, for example, electromechanical brake actuators, such as brake cylinders, are designed in such a way that electrical energy is converted into mechanical energy by means of an electric motor. If the brake actuator or brake cylinder is driven, a rotational movement of the rotor occurs in the electric motor. This rotational movement is further transmitted to the spindle nut fixedly mounted in the hollow shaft. Since the rotating spindle nut is fixedly mounted in the axial direction, this leads to a feed movement of the spindle. In a further step, the eccentric shaft is rotated and the caliper lever is actuated by means of an eccentric shaft lever. Accordingly, the brake lining fastened in the bracket can be pressed by the caliper lever onto the rotating brake disc to generate a braking force. In order to release the brake, the electric motor is rotated in the opposite direction and the threaded transmission is thus reset.

[0003] For the control of electric motors, such as permanent magnet synchronous motors or PMSM for short, a rotation angle sensor is used to detect the rotor position. In addition to the rotation angle sensor, the brake actuator housing can also have other sensors and electrical and electromechanical components, such as end position switches, force measuring rings or motor brake mechanisms. Due to the possible installation in the bogie, there are requirements for increased high voltage and insulation strength, also called HV / ISO strength. This is particularly related to an increased system voltage of 110 V instead of 48 V, which can be used for the brake actuator. In the type test, for example, an HV / ISO strength of 500 VAC at 50 Hz or an HV / ISO strength of 750 VDC at 48 V must be achieved for a duration of 60 seconds, while this must be 1000 VAC or 1500 VDC at 110 V at 50 Hz. Furthermore, in this example, for a component test of 10 seconds duration, an HV / ISO strength of 500 VAC at 50 Hz or an HV / ISO strength of 750 VDC at 48 V and an HV / ISO strength of 1000 VAC at 50 Hz or an HV / ISO strength of 1500 VDC at 110 V can be required. This requirement can be used here by way of example for a configuration in which no upstream potential isolation is implemented and, for example, 110 V is directly transmitted from the rail vehicle line. The corresponding test is carried out between the housing of the corresponding component and the electronic or current-carrying components, such as coils, cable outlets and the like.

[0004] In principle, higher voltages / insulation strengths can be achieved by increasing the insulation from the conductive components and contact surfaces. This can be achieved on the one hand by increasing the internal insulation distance of the conductive and corresponding housing parts of the sensor, or on the other hand by additional and enhanced use of non-conductive materials, such as plastics. Thus, for example, the insulation of corresponding metal wires can be increased in electrical circuits, or the insulation range can be increased in electronic circuit boards and more suitable components can be selected for higher voltage levels, such as for ESD capacitors of 1 kV and more.

[0005] In particular, many standard sensors and components, which are available on the market, do not have the required high HV / ISO strength, especially with regard to the increased requirements at a system voltage of 110 V. In order to meet these increased requirements, customer-specific adaptations must be made on the part of the manufacturer, such as, for example, better-insulated coil wires, housings with plastic sheaths and / or replacement of electronic components. Such interventions are usually associated with higher costs and increased development costs, higher unit prices and poorer availability.

[0006] Ultimately, the measures cited for increasing the strength of the HV-ISO result in the necessary modifications having to be made to the sensor, which no longer corresponds to the standard product. However, this also leads to the aforementioned and other disadvantages in addition to meeting the increased requirements for the strength of the HV-ISO. Such corresponding modifications also result in a shorter durability or lifespan from a technical point of view, for example in the case of a plastic housing, and in a greater space requirement for the mechanism, for example due to a thicker wire diameter. Such modifications can also limit the scope of application, since restrictions may arise in the case of possible vibrations or impact loads, in the temperature profile, in environmental loads and / or in restricted installation situations. Summary of the invention

[0007] In view of the above-described embodiments, it is therefore an object of the present invention to provide a rotation angle detection system which is improved compared to the prior art, in particular with regard to increased voltage / insulation strength, with a configuration which is as simple as possible and thus more cost-effective.

[0008] This object is achieved by the subject matter of the independent claim. Advantageous developments are the subject matter of the dependent claims.

[0009] According to the present invention, a rotation angle detection system for detecting the rotation angle of a rotary brake drive of a rail vehicle comprises: at least one sensor unit for detecting the rotation angle, which can be operably connected to the rotary brake drive; and at least one electronic main path for transmitting a control signal and / or a sensor signal, wherein the at least one electronic main path can be operably connected to the at least one sensor unit, wherein the at least one electronic main path has at least one signal transmitter, which divides the electronic main path into an electronic main path section facing the sensor unit as viewed by the signal transmitter and an electronic main path section facing away from the sensor unit as viewed by the signal transmitter, and the at least one signal transmitter is configured to electrically separate the at least one sensor unit from the electronic main path section facing away from the sensor unit.

[0010] The basic idea of ​​the invention is to move the realization of the HV / ISO strength to another area of ​​the system chain. Therefore, for example, the sensor unit or the corresponding sensor of the sensor unit does not have to be modified and can therefore also be realized as a standard product, but the sensor unit or the corresponding sensor is galvanically separated in the main electronic path as a signal and / or control path for the sensor unit, for example in the form of an electrical feeder. As a signal transmitter designed for electrical separation, a component can be used, which can be significantly simpler in design and thus provide the required HV / ISO strength more cost-effectively. As a result, the remaining electronics in the overall system can be electrically insulated in accordance with higher requirements in a simpler way.

[0011] The operational connectability or connectability of the electronic main path relates to both direct and indirect connection of the individual paths for signal transmission. Furthermore, the operational connection can also relate to the actual activation of the electronic main path or a component in the electronic main path, such as, for example, a signal preparation unit. In other words, the at least one electronic main path can, for example, be permanently physically connected to the sensor unit, wherein the operational connection is strictly speaking only realized with the activation of the corresponding signal preparation unit.

[0012] The operative connection of the sensor unit to the rotary brake drive can likewise include direct as well as indirect connections. The connection can be realized mechanically and / or signal-technically. The sensor unit can thus generate at least one signal representing the rotation angle not only in direct contact but also interactively with the rotary brake drive by visual, acoustic and / or electrical or electromagnetic signals, which can be forwarded via an electronic main path to a corresponding signal preparation unit or the like.

[0013] According to one design scheme, the rotation angle detection system also has: at least one electronic safety path for transmitting drive control signals and / or sensor signals, wherein the at least one electronic safety path is capable of being operably connected to the at least one sensor unit, wherein the at least one electronic safety path has at least one signal transmitter, which divides the electronic safety path into an electronic safety path section facing toward the sensor unit as viewed from the signal transmitter and an electronic safety path section facing away from the sensor unit as viewed from the signal transmitter, and wherein the at least one signal transmitter is configured to electrically separate the at least one sensor unit from the electronic safety path section facing away from the sensor unit.

[0014] The electronic main path and the electronic safety path are separate single paths, which are connected in parallel or extend substantially separately. The electronic main path can be understood as the following electronic path, which is operatively connected to the sensor unit in interference-free operation, so that the sensor signal or other other signals, such as the control signal or the like, can be guided unidirectionally or bidirectionally. Accordingly, the electronic safety path can be operatively connected or connected to the sensor unit only in the following case, that is, if the interference prohibits or interferes with the transmission through the electronic main path by other means. Alternatively, the electronic main path and the electronic safety path can be operatively connected to the sensor unit at least temporarily at the same time, so that the credibility test of the transmitted signal can be realized or the signal can also be transmitted through the electronic safety path without delay in the case of the electronic main path failure. The operative connectability of the electronic safety path is similar to the electronic main path and not only relates to the direct and indirect connection of the signal transmission of the single path. Furthermore, the operative connection can also relate to the actual activation of the single path or the corresponding signal preparation unit.

[0015] The configuration of a rotation angle detection system having an electronic main path and an electronic safety path may involve the design of a redundancy in the rotation angle detection system in this regard. The basic concept is based on the fact that instead of two or more complete sensor paths, which have not only the sensor unit itself but also, for example, a signal preparation unit, such as corresponding signal processing electronics, a sensor unit having two or more signal preparation units is used in order to achieve redundancy, wherein at least one of the signal preparation units is assigned to the electronic main path and at least one of the signal preparation units is assigned to the electronic safety path.

[0016] The embodiment of the rotation angle detection system with a sensor unit having redundant individual paths can in particular support a reduction in the required installation space by making it possible for the corresponding signal processing unit to be implemented by small microelectronics and / or highly integrated components, which themselves have a relatively small space requirement in the case of a redundant embodiment of the individual paths. The redundant embodiment of the individual paths, i.e. the electronic safety paths, with respect to the electronic main path or the corresponding signal processing unit can involve the same functional execution or the redundancy of predetermined, in particular safety-related functions.

[0017] However, the electronic safety path can also be configured as an independent electronic functional path, which performs other functions and / or provides other signal transmissions independently of or in addition to the redundant function. In the case of such a configuration, the electronic safety path is not strictly a separate safety path, but a second electronic functional path.

[0018] The configuration with at least one electronic main path and at least one electronic safety path also represents a configuration principle applicable independently of the increase in HV / ISO strength for a rotation angle detection system which, although having synergy, can also be used independently.

[0019] In independent consideration, a rotation angle detection system for detecting the rotation angle of a rotary brake drive of a rail vehicle is therefore produced in accordance with the present disclosure, comprising: at least one sensor unit for detecting the rotation angle, which is operably connectable to the rotary brake drive; and at least one electronic main path and at least one electronic safety path for each sensor unit, wherein the at least one electronic main path and the at least one electronic safety path are each operably connectable to the at least one sensor unit as a single path, wherein the at least one electronic main path and the at least one electronic safety path each have at least one signal preparation unit.

[0020] According to the disclosed embodiment of the redundant rotation angle detection system, the sensor unit is equipped with a higher failsafety than the at least one electronic main path and / or the at least one electronic safety path. In particular, the sensor unit has features that are not lost with respect to the higher failsafety.

[0021] Therefore, the sensor unit, such as a single sensor element, is implemented in a correspondingly simple, reliable and fail-safe manner to achieve the highest possible fail-safety. This can be achieved, for example, by suitable measures, such as durable mechanical design, enhanced insulation, larger line cross-sections and / or the application of anti-aging materials. In particular, the sensor unit is implemented in such a way that its characteristics are "not lost" over a limited application time period or over its entire life. The term "characteristics that are not lost" here relates to failures that cannot be assumed. Because the signal preparation unit or the single path connected thereto is implemented redundantly at least in a predetermined function, a function with less fail-safety can be transferred to the single path. It is precisely about the signal preparation unit with a corresponding component that is usually relatively complex, which has a higher probability of failure, that the higher probability of failure can be at least partially compensated by redundancy.

[0022] According to known embodiments of the redundant rotation angle detection system, the signal processing unit of the at least one electronic main path and / or the at least one electronic safety path has at least one signal converter.

[0023] By means of at least one signal converter, for example, a sensor signal transmitted by the sensor unit can be converted into a signal that can be processed by further signal conditioning components. The signal converter can be, for example, an A / D converter, which converts an analog signal of the sensor unit into a digital format.

[0024] According to known embodiments of the redundant rotation angle detection system, the signal processing unit of the at least one electronic main path and / or the at least one electronic safety path has at least one signal processing unit.

[0025] For example, the signal of the sensor unit, which has been optionally previously converted by a signal converter, is further processed by the signal processing unit. Further processing can also be a calculation of another variable and / or another form of signal processing taking into account further signal inputs in order to determine the rotation angle of the rotary brake drive based on the signal of the sensor unit.

[0026] According to known embodiments of the redundant rotation angle detection system, the signal processing unit of at least one electronic main path and / or at least one electronic safety path has at least one signal output unit.

[0027] The signal output unit outputs the rotation angle of the rotary brake drive obtained based on the signal of the sensor unit. The signal output unit can be a separate unit of the signal preparation unit or also integrated in the aforementioned signal processing unit. Conversely, the signal output unit can also include a signal processing function.

[0028] According to a known embodiment of the redundant rotation angle detection system, at least one electronic main path and / or at least one electronic safety path has at least one signal switch, via which the at least one signal processing unit can be operatively connected to the at least one sensor unit.

[0029] Therefore, at least one electronic main path and / or at least one electronic safety path can be selectively connected to and separated from the sensor unit by such a signal switch. If an error in the at least one electronic main path and / or the at least one electronic safety path can be transmitted to the sensor unit or can adversely affect the sensor unit in other ways, this is prohibited by separating the single path with the error. Furthermore, a purposeful connection with the sensor unit can also be achieved by the signal switch. In this way, for example, only one single path can be connected to the sensor unit at first, wherein, in the case of a corresponding failure of the single path or for other reasons, another single path is connected or switched to it by the signal switch. The term connection refers to the connection of two single paths, while in the case of switching, the previous single path is separated.

[0030] According to known embodiments of the redundant rotation angle detection system, the at least one electronic main path and / or the at least one electronic safety path has at least one energy supply unit which is operatively connectable to the at least one sensor unit.

[0031] The sensor unit therefore does not necessarily need its own energy supply device, but can be supplied with energy by the at least one electronic main path and / or the at least one electronic safety path. If not only the at least one electronic main path and / or the at least one electronic safety path has at least one energy supply unit or a corresponding connection to an energy supply unit, then the fault reliability can be further improved.

[0032] According to a disclosed design of a redundant rotation angle detection system, the at least one electronic main path and / or the at least one electronic safety path has at least one power supply switch, through which the at least one power supply unit can be operatively connected to the at least one sensor unit.

[0033] Analogously to a signaling switch, a targeted connection and disconnection of the corresponding energy supply units can thus also be achieved here.

[0034] The various known embodiments of redundant rotational angle detection systems are applicable by themselves or in combination with the rotational angle detection system according to the invention with respect to a configuration having an electronic safety path.

[0035] According to one design scheme, the at least one sensor unit is arranged in a sensor unit housing, and the at least one signal transmitter of the electronic main path and / or the electronic safety path constitutes a signal input end and / or a signal output end of the electronic main path and / or the electronic safety path into the sensor unit housing and / or out of the sensor unit housing.

[0036] Therefore, the at least one signal transmitter forms an interface for the sensor unit, so that the signal transmitter is also retrofittable in a simple manner. In particular, the signal transmitter can also be arranged in or on the sensor unit housing as an interface of the sensor unit housing.

[0037] According to one configuration, the at least one signal transmitter of the electronic main path and / or the electronic safety path is a signal converter, a digital isolator or an optocoupler or has at least one signal converter, a digital isolator and / or an optocoupler.

[0038] The electrical separation can be realized, for example, by a relatively small transmitter or converter as a signal transmitter, which can be arranged before the input and output of the sensor and on the circuit board. This allows the use of a relatively cost-effective technology, which involves a similar interface to the sensor unit. Naturally, in this variant, the space requirements on the circuit board and in terms of the structural height can be taken into account, because the transmitter or converter must be designed accordingly larger with the increased input voltage. For this purpose, an optocoupler can be used, as is also the case for the following digital signal transmission.

[0039] Alternatively or in addition, the electrical separation can also be achieved via a digital interface. Since today's sensors often require additional digital signal processing and transmit the required measured variables to the system via a digital interface, digital isolators can be used in this system context. The digital isolators can be designed as individual electronic components in the form of integrated circuits and can achieve safe isolation of signal lines and power supply lines as well as communication and data interfaces in order to meet higher HV / ISO strength requirements. As mentioned above, optocouplers can also be used as digital isolators in the case of corresponding configurations.

[0040] According to one configuration, the at least one sensor unit is a resolver or has at least one resolver.

[0041] A rotary transformer is a rotation angle sensor, wherein the rotary transformer has a rotor and a stator similar to an electric motor. The rotor of the rotary transformer can be made of a material with good magnetic conductivity and form a magnetic circuit for the magnetic field generated by the stator. If the coil in the stator of the rotary transformer is considered, two different regions can be distinguished. The first region corresponds to a rotary transformer, wherein the coil is concentrically arranged around the rotor. In the second region, the coil structure corresponds to a mechanism of a motor coil with two phases, but the two phases are not connected to each other. The two coil regions are separated from each other in space and are magnetically coupled only through the rotor and stator loop. For example, a sinusoidal or rectangular high-frequency voltage is excited to the excitation coil of the rotary transformer, typically in the range of 2 kHz to 10 kHz. The alternating magnetic field is only transmitted to the measuring coil through the rotor and modulated on its amplitude. The voltage in the measuring coil can be used as an analysis parameter. Sine vibration and cosine vibration are then given as output signals. Because the magnetic excitation of the rotor is realized with an alternating voltage of a constant amplitude, it induces a voltage in the measuring coil, and the amplitude of the voltage is independent of the rotation speed of the shaft of the brake drive. The amplitude of the voltage in the measuring coil is therefore dependent only on the rotor angle.

[0042] Due to the design of the resolver, in which no magnetic parts subject to wear, such as ball bearings, and no electronic components, such as microprocessors, semiconductors or capacitors with solid electrolytes, are used, the resolver itself exhibits a very high level of fail-safety.

[0043] In particular, the electronic main path and / or the electronic safety path has at least one resolver-digital converter which is designed in particular to magnetically excite the rotor of the resolver, preferably with an AC voltage having a constant amplitude, and to receive sine and cosine signals from the stator of the resolver.

[0044] By using at least one resolver digital converter, a resolver can be operated as a sensor unit in a simple manner. The resolver digital converter can be used both for controlling the resolver and for analyzing the measured data. Information about the measured variable can be transmitted from the resolver digital converter to a superordinate system, such as a microcontroller or an FPGA (field programmable gate array), via a digital interface of the resolver digital converter, such as an SPI interface.

[0045] In particular, at least one excitation signal switch is arranged between the rotary transformer digital converter and the rotary transformer in the electronic main path and / or the electronic safety path, for separating and connecting the rotary transformer digital converter and the rotary transformer with respect to the excitation signal path in the electronic main path and / or the electronic safety path, at least one sine signal switch is arranged, for separating and connecting the rotary transformer digital converter and the rotary transformer with respect to the sine signal path in the electronic main path and / or the electronic safety path, and / or at least one cosine signal switch is arranged, for separating and connecting the rotary transformer digital converter and the rotary transformer with respect to the cosine signal path in the electronic main path and / or the electronic safety path.

[0046] The transmission of the excitation signal, sine signal and / or cosine signal is thus switchable between the resolver digital converter and the resolver in the electronic main path and / or the electronic safety path via a corresponding excitation signal switch, sine signal switch or cosine signal switch. The corresponding separation and connection can involve an error situation, which triggers a switch from the electronic main path to the electronic safety path. Alternatively or additionally, however, the separation and connection can also be set in the case of a detected voltage overvoltage, thereby achieving overvoltage protection.

[0047] According to a development, the at least one resolver digital converter and / or the signal processing unit is designed to determine the rotational angle position of the resolver from sine and cosine signals of the stator of the resolver, in particular taking into account the number of pole pairs of the resolver.

[0048] The resolver signals, ie the sine and cosine signals, are analyzed, for example, by forming the inverse tangent, whereby the electrical rotational angle position can be output. By including the number of pole pairs of the resolver, an output as a mechanical rotational angle position is also possible. Furthermore, a resolver diagnosis can be realized by using the two output signals and trigonometric calculations.

[0049] According to one configuration, the at least one resolver-digital converter is arranged in the electronic main path and / or the electronic safety path in a section of the electronic main path or in a section of the electronic safety path facing the sensor unit.

[0050] The at least one resolver-digital converter in the electronic main path and / or the electronic safety path can thereby be likewise protected by a signal transmitter for galvanic separation or be electrically separated by an electronic main path section or an electronic safety path section facing away from the sensor unit.

[0051] According to one configuration, the rotation angle detection system has at least one sensor unit and a safety path sensor unit as a further sensor unit, wherein the at least one electronic safety path can be operatively connected to the safety sensor unit.

[0052] For example, with regard to redundancy or also to detect different sensor signals, not only can the at least one sensor unit be connected to the electronic safety path and the electronic main path as single paths, but the electronic safety path can also be alternatively or supplementarily operatively connectable to further sensor units that are different from the at least one sensor unit.

[0053] In particular, the sensor unit and the safe path sensor unit have mutually different measuring principles or mutually different measuring configurations.

[0054] Different measuring principles or different measuring configurations can relate to determining the same measured variable, i.e. the rotation angle. However, alternatively or additionally, a determination of another measured variable can also be provided, which supports the determination of the rotation angle or further specifies the rotation angle in addition or can also be independent of it. With regard to different measuring principles for determining the measured variable, here the rotation angle, the sensor unit can be the above-mentioned rotary transformer, while the other sensor unit is a Hall sensor. As an example of different measuring configurations, the sensor unit and the other sensor unit can also be designed as rotary transformers, for example, but driven with different energy signals depending on the operating mode of the rotary brake drive.

[0055] According to one configuration, the rotation angle detection system has at least one signal processing unit in an electronic main path in an electronic main path section facing away from the sensor unit and at least one signal processing unit in an electronic safety path in an electronic safety path section facing away from the sensor unit.

[0056] The at least one signal processing unit in the electronic main path and the electronic safety path is thus electrically separated from the at least one sensor unit by the signal transmitter. Furthermore, the possibility of corresponding signal processing by the electronic main path and the electronic safety path allows the already mentioned redundant signal processing.

[0057] According to one configuration, the rotation angle detection system has at least one signal processing unit and at least one further signal processing unit in the electron main path in an electron main path section facing away from the sensor unit, wherein the at least one signal processing unit is connected in parallel with the at least one further signal processing unit.

[0058] Here too, the at least one signal processing unit and the at least one further signal processing unit are electrically separated from the at least one sensor unit by a signal transmitter. Here, the same sensor signal can be transmitted to both signal processing units via an electronic main path. By means of a parallel circuit, the signal processing of the sensor signals can again be realized redundantly.

[0059] According to a further aspect, the invention relates to a brake system for a rail vehicle, comprising: at least one brake actuator for applying a braking force; at least one rotary brake drive for operating the brake actuator; and at least one rotation angle detection system as described above.

[0060] The features described above and in the following description of the rotation angle detection system also relate to advantageous developments of the brake system according to the invention and vice versa.

[0061] According to a further aspect, the invention relates to a rail vehicle comprising at least one rotation angle detection system as described above and / or one brake system as described above, wherein at least the sensor unit is arranged in a bogie of the rail vehicle.

[0062] The features described above and in the following description of the rotation angle detection system also relate to advantageous developments of the rail vehicle according to the invention and vice versa.

[0063] The embodiments of the present invention described above and below are not to be considered as limiting the subject matter of the present invention. Rather, further subjects according to the present invention can be obtained by supplementing, deleting or replacing individual features. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] The preferred embodiment of the present invention is described below with the aid of the accompanying drawings. It is shown in detail:

[0065] Figure 1 A schematic diagram of a rotation angle detection system for a rail vehicle according to a first exemplary embodiment is shown;

[0066] Figure 2 A schematic diagram of a rotation angle detection system for a rail vehicle according to a second exemplary embodiment is shown;

[0067] Figure 3 A schematic diagram showing a rotation angle detection system for a rail vehicle according to a third exemplary embodiment; and

[0068] Figure 4 A schematic diagram of a rotation angle detection system for a rail vehicle according to a fourth exemplary embodiment is shown. DETAILED DESCRIPTION

[0069] Figure 1A schematic diagram of a rotation angle detection system 1 for a rail vehicle according to an exemplary first embodiment is shown. The rotation angle detection system 1 has a rotary transformer 20 as an exemplary sensor unit, which can transmit a sensor signal corresponding to the rotation angle of a motor 10 as an exemplary rotary brake drive to an electronic main path and an electronic safety path, which will also be described later. The motor 10 is driven by a motor drive controller 90, which transmits the signal of the voltage supply unit 60 to the motor 10 while further considering the signal processing unit 70 related to the electronic main path and the signal processing unit 80 related to the electronic safety path. As shown here, the voltage supply unit is provided as a superordinate system unit of the rail vehicle in the train 100, and the remaining components shown can be assigned to the brake actuator 200, which is set in the bogie in the embodiment shown. The corresponding connection between the signal processing unit 70 and the signal processing unit 80 and the motor drive controller 90 can be interrupted and re-established by corresponding signal output switches 71, 81.

[0070] The electronic main path connects the resolver 20 with a signal processing unit 70 which can be assigned to the electronic main path. In order to drive the resolver 20, the resolver digital converter 30 is driven by the signal processing unit 70 via the electronic main path, which in turn transmits an excitation signal to the resolver 20 via the electronic main path in accordance with the drive. The connection between the resolver digital converter 30 and the resolver 20 can be disconnected and reconnected via an excitation signal switch 31 in the electronic main path. In response to the excitation signal combined with the rotation angle of the motor 10, the resolver 20 transmits a sine signal and a cosine signal to the resolver digital converter 30 via a corresponding separate signal path in the electronic main path, which transmits a signal corresponding thereto to the signal processing unit 70. The corresponding signal connection between the resolver digital converter 30 and the resolver 20 can also be disconnected and reconnected via a sine signal switch 32 and a cosine signal switch 33 in the electronic main path.

[0071] Similar to the electronic main path, the electronic safety path is configured to assume the function of an electronic safety path redundant to the electronic main path as an example. Accordingly, the electronic safety path connects the rotary transformer 20 with a signal processing unit 80 that can be configured to the electronic safety path. In order to drive the rotary transformer 20, the rotary transformer digital converter 40 is driven by the signal processing unit 80 through the electronic safety path, which in turn transmits an excitation signal to the rotary transformer 20 according to the drive control through the electronic safety path. The connection between the rotary transformer digital converter 40 and the rotary transformer 20 can be separated and reconnected by the excitation signal switch 41 in the electronic main path. In response to the excitation signal combined with the rotation angle of the motor 10, the rotary transformer 20 transmits a sine signal and a cosine signal to the rotary transformer digital converter 40 through a corresponding separated signal path in the electronic safety path, which transmits a signal corresponding to this to the signal processing unit 80. The corresponding signal connection between the rotary transformer digital converter 40 and the rotary transformer 20 can be separated and reconnected in the same way by the sine signal switch 42 and the cosine signal switch 43 in the electronic safety path.

[0072] In order to electrically separate the rotary transformer 20 from the remaining above-mentioned components in the electronic main path and in the electronic safety path, an excitation signal converter 51 is provided in each signal path for the excitation signal between the excitation signal switch 31 or 41 and the rotary transformer 20, a sine signal converter 52 is provided in the signal path for the sine signal between the sine signal switch 32 or 42 and the rotary transformer 20, and a cosine signal converter 53 is provided in the signal path for the cosine signal between the cosine signal switch 33 or 43 and the rotary transformer 20. The respective converters 51, 52, 53 divide the respective signal path into the respective signal path section toward the rotary transformer 20 and the respective signal path section away from the rotary transformer 20. The rotary transformer 20 is arranged in the sensor unit housing 3. In the embodiment shown, the respective signal converters 51, 52, 53 for electrical separation are formed as housing interfaces of the sensor unit housing 3 or are correspondingly integrated into the interface region of the sensor unit housing 3. Thus, a signal path section facing the resolver 20 is arranged in the sensor unit housing 3 , while a signal path section facing away from the resolver 20 can be assigned to a region of the battery potential 2 .

[0073] Through the above-mentioned situation with the signal converter 51, 52, 53 connected in the middle on the signal feed line to the rotary transformer 20, a standard rotary transformer with a metal housing can also be used, which can provide advantages in terms of cost, durability and availability. The signal converter 51, 52, 53 can also be used at a relatively cost-effective rate and can have only a slightly higher failure rate, for example +30 FIT ("failure rate"). In order to reduce the space requirement of the signal converter 51, 52, 53, if necessary, based on the maximum available structural space, for example, a reduction in the resolution and / or supply voltage for the rotary transformer 20 can be considered, for example, from 7 Veff to 1 Veff.

[0074] Figure 2 A schematic diagram of a rotation angle detection system 1' for a rail vehicle according to an exemplary second embodiment is shown. The rotation angle detection system 1' of the second embodiment differs from the rotation angle detection system 1 of the first embodiment in that the rotation angle detection system 1' is provided with an electrical separation between the signal processing unit 70 and the resolver digital converter 30 in the electronic main path and an electrical separation between the signal processing unit 80 and the resolver digital converter 40 in the electronic safety path, instead of an electrical separation directly following the resolver 20 via signal converters 51, 52, 53. The resolver 20, the resolver digital converter 30 and the excitation signal switch 31, the sine signal switch 32 and the cosine signal switch 33 of the electronic main path are arranged in the sensor unit housing 3'. In order to electrically separate the resolver 20 and the resolver digital converter 30 and the excitation signal switch 31, the sine signal switch 32 and the cosine signal switch 33 from the signal processing unit 70, a digital isolator 54 is provided in the electronic main path, which divides the electronic main path into an electronic main path section facing the resolver 20 and an electronic main path section away from the resolver 20. The digital isolator 54 is configured so that it causes electrical separation between the electronic main path section including the resolver digital converter 30 and the excitation signal switch 31, the sine signal switch 32 and the cosine signal switch 33 facing the resolver 20 and the electronic main path section including the signal processing unit 70 away from the resolver 20. In the illustrated embodiment, the digital isolator 54 is formed as a housing interface of the sensor unit housing 3 or is correspondingly integrated into the interface region of the sensor unit housing 3. Therefore, the electronic main path section facing the resolver 20 is arranged in the sensor unit housing 3', and the electronic main path section away from the resolver 20 can be assigned to the area of ​​the battery potential 2'.

[0075] In order to electrically separate the rotary transformer 20, the rotary transformer digital converter 40, the excitation signal switch 41, the sine signal switch 42, and the cosine signal switch 43 from the signal processing unit 80, a digital isolator 55 is provided in the electronic safety path similar to the electronic main path, which divides the electronic safety path into an electronic safety path section facing the rotary transformer 20 and an electronic safety path section away from the rotary transformer 20. The digital isolator 55 is configured so that it causes an electrical separation between the electronic safety path section including the rotary transformer digital converter 40, the excitation signal switch 41, the sine signal switch 42, and the cosine signal switch 43 facing the rotary transformer 20 and the electronic safety path section including the signal processing unit 80 away from the rotary transformer 20. The digital isolator 55 is configured as a housing interface of the sensor unit housing 3 or is correspondingly integrated into the interface area of ​​the sensor unit housing 3 in the illustrated embodiment. Therefore, the electronic safety path section facing the rotary transformer 20 is arranged in the sensor unit housing 3', and the electronic safety path section away from the rotary transformer 20 can be assigned to the area of ​​the battery potential 2'.

[0076] The digital isolators 54, 55 are therefore arranged upstream of the respective resolver digital converters 30, 40 from the respective signal processing units 70, 80 in the direction of the resolver 20 in order to enable an electrical separation of the supply voltage from the digital I / O interface. In the case of a redundant structure including an electronic main path and an electronic safety path, a digital isolator 54, 55 can therefore be provided for each signal path.

[0077] Furthermore, the statements made with regard to the first embodiment can be transferred accordingly to the second embodiment.

[0078] Figure 3 A schematic diagram of a rotation angle detection system 1 ″ for a rail vehicle according to an exemplary third embodiment is shown. The rotation angle detection system 1 ″ of the third embodiment differs from the rotation angle detection system 1 ′ of the second embodiment in that the rotation angle detection system 1 ″ has a safety path sensor unit 21 as a further sensor unit in addition to the resolver 20. The electronic main path of the rotation angle detection system 1 ″ does not differ from the electronic main path of the rotation angle detection system 1 ′ in terms of its functional principle and its configuration, so that reference can be made to the description of the embodiment of the present invention. Figure 2 The above description explains.

[0079] The difference in the implementation form of the safety path sensor unit 21 in combination with the electronic safety path is particularly related to: a separate complete signal path is thus formed, which together includes the safety path sensor unit 21. The safety path sensor unit 21 is based on different measurement principles in the exemplary implementation form and is configured as a Hall sensor. Therefore, different signal lines of the electronic safety path are also generated for the control and the signal return to the rotary transformer 20. This is represented by a signal converter 40a'' for the control signal in the corresponding signal path of the electronic safety path and by a signal converter 40b'' for the sensor signal return. Accordingly, the digital isolator 55'' of the electronic safety path of the rotation angle detection system 1'' can also be designed differently from the digital isolator 55 of the electronic safety path of the rotation angle detection system 1'.

[0080] Furthermore, the statements made regarding the second embodiment can be correspondingly transferred to the third embodiment.

[0081] Figure 4 A schematic diagram of a rotation angle detection system 1''' for rail vehicles according to an exemplary fourth embodiment is shown. The rotation angle detection system 1''' of the fourth embodiment differs from the rotation angle detection system 1'' of the second embodiment in that the rotation angle detection system 1''' does not have an electronic safety path with corresponding components. At least partial redundancy is implemented here with respect to the redundant implementation of the signal processing units 70, 80, which are connected to the rotary transformer digital converter 30 via a digital isolator 54 in parallel connection. Therefore, the rotation angle detection system 1''' has two identical interface connections to the two signal processing units 70, 80, which are also used for driving. Standard components can thus be used more. In the case of a digital isolator failure rate of, for example, about 10FIT, the failure probability of the total system is not necessarily increased.

[0082] Furthermore, the statements made regarding the second embodiment can be correspondingly transferred to the fourth embodiment.

[0083] Reference numerals list

[0084] 1. 1', 1'', 1''' rotation angle detection system

[0085] 2.2'Battery potential

[0086] 3. 3' sensor unit housing

[0087] 10 Motor (brake driver)

[0088] 20Resolver (sensor unit)

[0089] 21 Safety path sensor unit (sensor unit)

[0090] 30 Resolver digital converter (electronic main path)

[0091] 31 Excitation signal switch (electronic main path)

[0092] 32 Sinusoidal signal switches (electronic main path)

[0093] 33 Cosine signal switch (electronic main path)

[0094] 40 Resolver Digital Converter (Electronic Safety Path)

[0095] 40a'' signal converter (electronic safety path)

[0096] 40b'' signal converter (electronic safety path)

[0097] 41 Excitation signal switch (electronic safety path)

[0098] 42 Sinusoidal signal switch (electronic safety path)

[0099] 43 cosine signal switch (electronic safety path)

[0100] 51 Excitation signal converter

[0101] 52 Sine signal converter

[0102] 53 Cosine signal converter

[0103] 54 Digital Isolators (Electronic Main Path)

[0104] 55, 55'' Digital Isolator (Electronic Safety Path)

[0105] 60 Voltage supply unit

[0106] 70 Signal Processing Unit (Electronic Main Path)

[0107] 71 signal output switch (electronic main path)

[0108] 80 Signal Processing Unit (Electronic Safety Path)

[0109] 81 signal output switch (electronic safety path)

[0110] 90 Motor Drive Controller

[0111] 100 trains

[0112] 200 brake actuator

Claims

1. A rotation angle detection system (1, 1', 1", 1''') for detecting the rotation angle of a rotary brake drive (10) of a rail vehicle, the rotation angle detection system comprising: at least one sensor unit (20, 21) for detecting a rotation angle, the sensor unit being operatively connectable to the rotary brake drive (10), and At least one electronic main path for transmitting control signals and / or sensor signals, wherein The at least one electronic main path is operatively connectable to the at least one sensor unit (20, 21), The at least one electron main path has at least one signal transmitter (51, 52, 53, 54), the signal transmitter divides the electron main path into an electron main path section facing the sensor unit (20, 21) as viewed from the signal transmitter (51, 52, 53, 54) and an electron main path section facing away from the sensor unit (20, 21) as viewed from the signal transmitter (51, 52, 53, 54), and Wherein, the at least one signal transmitter (51, 52, 53, 54) is configured to electrically separate the at least one sensor unit (20, 21) from the electronic main path section facing away from the sensor unit (20, 21).

2. The rotation angle detection system (1, 1') according to claim 1, wherein: The rotation angle detection system (1, 1') further comprises: at least one electronic safety path for transmitting actuation signals and / or sensor signals, wherein the at least one electronic safety path can be operatively connected to the at least one sensor unit (20, 21), The at least one electronic safety path has at least one signal transmitter (55, 55''), the signal transmitter divides the electronic safety path into an electronic safety path section facing the sensor unit (20, 21) as viewed from the signal transmitter (55, 55'') and an electronic safety path section facing away from the sensor unit (20, 21) as viewed from the signal transmitter (55, 55''), and The at least one signal transmitter (55, 55'') is configured to electrically separate the at least one sensor unit (20, 21) from the electronic safety path section facing away from the sensor unit (20, 21).

3. The rotation angle detection system (1, 1', 1'', 1''') according to claim 1 or 2, wherein: The at least one sensor unit (20, 21) is arranged in a sensor unit housing (3, 3'), and the at least one signal transmitter (51, 52, 53, 54, 55, 55'') of the electronic main path and / or the electronic safety path constitutes a signal input end and / or a signal output end of the electronic main path and / or the electronic safety path into the sensor unit housing (3, 3') and / or out of the sensor unit housing.

4. The rotation angle detection system (1, 1', 1'', 1''') according to one of the preceding claims, wherein: The at least one signal transmitter (51, 52, 53, 54, 55, 55'') of the electronic main path and / or the electronic safety path is a signal converter (51, 52, 53), a digital isolator (54, 55, 55'') or a photoelectric coupler or has at least one signal converter (51, 52, 53), a digital isolator (54, 55, 55'') and / or a photoelectric coupler.

5. The rotation angle detection system (1, 1', 1'', 1''') according to one of the preceding claims, wherein: The at least one sensor unit (20) is a rotary transformer (20) or has at least one rotary transformer (20).

6. The rotation angle detection system (1, 1', 1'', 1''') according to claim 5, wherein: The electronic main path and / or the electronic safety path has at least one resolver digital converter (30, 40), which is particularly designed to magnetically excite the rotor of the resolver (20), preferably with an AC voltage with a constant amplitude, and to receive sine and cosine signals from the stator of the resolver (20).

7. The rotation angle detection system (1, 1', 1'', 1''') according to claim 6, wherein: At least one excitation signal switch (31, 41) is provided between the rotary transformer digital converter (30, 40) and the rotary transformer (20) in the electronic main path and / or the electronic safety path, for separating and connecting the rotary transformer digital converter (30, 40) and the rotary transformer (20) with respect to the excitation signal path in the electronic main path and / or the electronic safety path; at least one sine signal switch (32, 42) is provided, for separating and connecting the rotary transformer digital converter (30, 40) and the rotary transformer (20) with respect to the sine signal path in the electronic main path and / or the electronic safety path; and / or at least one cosine signal switch (33, 43) is provided, for separating and connecting the rotary transformer digital converter (30, 40) and the rotary transformer (20) with respect to the cosine signal path in the electronic main path and / or the electronic safety path.

8. The rotation angle detection system (1, 1', 1'', 1''') according to claim 6 or 7, wherein: The at least one resolver digital converter (30, 40) and / or the signal processing unit (70, 80) is designed to determine the rotational angle position of the resolver (20) from the sine and cosine signals of the stator of the resolver (20), in particular taking into account the number of pole pairs of the resolver (20).

9. The rotation angle detection system (1, 1', 1'', 1''') according to one of the preceding claims, wherein: The at least one resolver digital converter (30, 40) is arranged in the electronic main path and / or the electronic safety path in an electronic main path section or an electronic safety path section facing the sensor unit (20, 21).

10. The rotation angle detection system (1'') according to any one of claims 2 to 9, wherein: The rotation angle detection system (1") comprises at least one sensor unit (20) and a safety path sensor unit (21) as another sensor unit, wherein the at least one electronic safety path can be operatively connected to the safety sensor unit (21).

11. The rotation angle detection system (1'') according to claim 10, wherein: The sensor unit (20) and the safety path sensor unit (21) have different measurement principles or different measurement configurations.

12. The rotation angle detection system (1, 1', 1", 1''') according to one of the preceding claims, wherein: The rotation angle detection system (1, 1', 1'', 1''') has at least one signal processing unit (80) in an electronic main path section away from the sensor unit (20, 21) in the electronic main path and at least one signal processing unit (70) in an electronic safety path section away from the sensor unit (20, 21) in the electronic safety path.

13. The rotation angle detection system (1''') according to any one of claims 1 to 11, wherein: The rotation angle detection system (1''') comprises at least one signal processing unit (80) and at least one other signal processing unit (70) in the electron main path in an electron main path section away from the sensor unit (20, 21), and the at least one signal processing unit (80) is connected in parallel with the at least one other signal processing unit (70).

14. A braking system for a rail vehicle having: at least one brake actuator (200) for applying a braking force; at least one rotary brake drive (10) for operating the brake actuator; and At least one rotation angle detection system (1, 1', 1", 1''') according to one of claims 1 to 13.

15. A rail vehicle comprising at least one rotation angle detection system (1, 1', 1", 1''') according to one of claims 1 to 13 and / or a braking system according to claim 14, wherein: At least the sensor unit (20, 21) is arranged in a bogie of a rail vehicle.

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