Braking system for a rail vehicle and method for controlling such a braking system

Abstract

Braking system (1) for a railway vehicle comprising: at least two brake cylinders (40a, 40b), at least one pneumatic brake control unit (20) which can be assigned to at least one rail vehicle unit of the rail vehicle, and at least two relay valves (30a, 30b), each arranged between the at least one pneumatic brake control unit (20) and at least one of the at least two brake cylinders (40a, 40b), to which a supply pressure (R) can be supplied for conversion into a brake pressure (C1, C2), wherein the pneumatic brake control unit (20) is connected to the at least two relay valves (30a, 30b) via a respective control pressure line and is configured to supply a slip-protection-corrected control pressure (Cv1, Cv2) to the at least two relay valves (30a, 30b) via the respective control pressure line, and wherein the pneumatic brake control unit (20) in a main relay unit output-side control pressure line between the main relay valve (24) and at least one of the at least two relay valves has at least one valve unit (25a, 25b) configured to adapt the primary control pressure of the main relay valve unit (24) to a secondary control pressure, in particular the anti-slip corrected control pressure (Cv1, Cv2).

Description

[0001] The present invention relates to a braking system for a rail vehicle and a method for controlling such a braking system. Furthermore, the present invention relates to a rail vehicle with such a braking system, a computer program for carrying out the method, and a storage medium containing such a computer program.

[0002] For example, in direct braking systems for rail vehicles, electronically controlled anti-slip valves are installed near the bogies to ensure sufficiently effective anti-slip protection. This is partly because effective anti-slip intervention must allow for sufficiently rapid venting and de-airing. A central installation of the anti-slip valves cannot guarantee this due to the associated long piping and correspondingly large volumes.

[0003] Fig. Figure 1 shows such a braking system 1' for braking the respective wheels of the bogies of a rail vehicle. The corresponding description refers by way of example to two bogies of a wagon, where one bogie is represented by the wheels 41a' and 42a' or their corresponding axles, and the other bogie by the wheels 41b' and 42b' or their corresponding axles. Each bogie is assigned a corresponding brake cylinder 40a', 40b', which is configured here to brake all wheels of its associated bogie. The brake cylinders are pneumatically actuated by a pneumatic brake control unit 20'. This unit is supplied with a supply pressure R via a main pressure line and converts this pressure for the respective brake cylinders 40a' and 40b' into a working pressure C1 for actuating brake cylinder 40a' and a working pressure C2 for actuating brake cylinder 40b'.The conversion occurs according to an electronic brake control unit 10' controlling the pneumatic brake control unit 20', for example, in response to a service brake command, taking the axle loads into account. The electronic brake control unit 10' also controls the anti-slip valves 60a' and 60b', which are located between the pneumatic brake control unit 20' and the respective brake cylinders 40a' and 40b', respectively, and are situated near the bogie. If, for example, slippage of one or more axles or wheels of the car is detected, the electronic brake control unit 10' controls the anti-slip valves 60a' and 60b' accordingly, so that at least one of the anti-slip valves 60a', 60b' temporarily corrects the respective working pressure C1, C2 by venting.Accordingly, the working pressure C1, C2 corresponds to the brake pressure C1, C2 applied to the respective brake cylinder 40a', 40b' when the corresponding anti-slip valves 60a', 60b' are not engaged. Otherwise, i.e., when the anti-slip valves 60a', 60b' are engaged, the brake pressure applied to the respective brake cylinder 40a', 40b' corresponds to an anti-slip-adjusted brake pressure C1*, C2* (not shown). A pressure sensor 50a' and 50b' is also arranged between each anti-slip valve 60a', 60b' and each brake cylinder 40a', 40b' to transmit relevant control values ​​to the electronic brake control unit 10'.

[0004] According to the prior art described above, the supply pressure R is thus passed through the pneumatic brake control unit 20' and then, depending on the control, also through the anti-slip valves 60a' and 60b'. This requires a correspondingly large installation space, particularly due to the associated comparatively large pipe cross-sections. Furthermore, this can result in delayed response times, depending on the volumes to be moved. While these delayed response times can be kept within a tolerable range by keeping the components in close proximity, this in turn limits the design possibilities. Additionally, the required electrical control of the anti-slip valves 60a' and 60b' by the electronic brake control unit 10' necessitates a significant amount of electrical wiring.

[0005] Examples of braking systems for rail vehicles are known from the German patent applications DE 38 24 985 A1, DE 10 2010 053 683 A1 and DE 10 2009 051 019 A1.

[0006] In view of the foregoing, the object of the present invention is therefore to provide a braking system that is improved compared to the prior art, particularly with regard to the required installation space and / or reaction times and / or effort and costs.

[0007] This task is solved by the subject matter of the independent claims. Advantageous further developments are the subject matter of the dependent claims.

[0008] According to the invention, a braking system for a rail vehicle is provided, wherein the braking system comprises the following: at least two brake cylinders at least one pneumatic brake control unit that can be assigned to at least one rail vehicle unit of the rail vehicle, and at least two relay valves, each arranged between the at least one pneumatic brake control unit and at least one of the at least two brake cylinders, and to which a supply pressure can be supplied for conversion into a brake pressure, wherein the pneumatic brake control unit is connected to the at least two relay valves via a respective control pressure line and is configured to supply a slip-protection-corrected control pressure to the at least two relay valves via the respective control pressure line.

[0009] The term "rail vehicle" can refer to a carriage of a train, a train itself, or a train consist. Accordingly, the term "rail vehicle unit" refers to the carriage itself when referring to a carriage, to the train itself or a carriage of the train when referring to a train consist, and to the train consist itself, a train within the train consist, or a carriage of a train within the train consist when referring to a train consist. Therefore, at least one pneumatic brake control unit represents a central pneumatic brake control unit of a rail vehicle unit for at least two relay valves.

[0010] Since the pneumatic brake control unit provides the anti-slip control pressure for the at least two relay valves, the corresponding control pressure line from the pneumatic brake control unit to the at least two relay valves can be designed as a pipe with a comparatively small cross-section. The pressure, which the pneumatic brake control unit adjusts to the anti-slip control pressure, can be supplied via a supply line from a supply pressure line. This supply line can also be designed as a pipe with a comparatively small cross-section, similar to a control pressure line. Therefore, starting from at least one supply pressure line, only lines such as pipes with a comparatively large cross-section are required for the respective supply pressure to the at least two relay valves.The supply lines to the relay valves can originate from a common supply pressure line or from different supply pressure lines.

[0011] The basic concept of the braking system according to the invention is thus based on the ability to implement anti-slip correction for the at least two relay valves via a central pneumatic brake control unit, whereby the comparatively small cross-sections of the control pressure lines allow for bridging greater distances with sufficient reaction time. The signal amplification, in the sense of boosting the flow rate required to apply the desired braking pressure, is then achieved by the relay valves, each actuated by the anti-slip corrected control pressure. In other words, it is not the working pressure that is anti-slip corrected, but rather the control pressure.

[0012] The term "slip-protection-corrected control pressure" refers to a control pressure that is adjusted when a slip-protection correction is required, but does not need to be adjusted when no such requirement exists. The slip-protection-corrected control pressure can therefore also be understood as a control pressure that takes the slip protection requirement into account. For example, if slippage is detected that requires an adjustment of the control pressure that would be applied without slippage, the slip-protection-corrected control pressure is generated by the pneumatic brake control unit not only according to the corresponding higher-level brake command, but also adjusted in accordance with the slip protection measure to be applied. If no slip protection measure is required, the slip-protection-corrected control pressure corresponds to the control pressure according to the corresponding higher-level brake command.

[0013] The anti-slip control pressure, when slippage occurs, can be directed towards reducing the braking force for the wheels or axles involved in the slippage. Alternatively, the anti-slip control pressure, when slippage occurs, can also be directed towards increasing the braking force for the wheels or axles not involved in the slippage.

[0014] In principle, the pneumatic control and corresponding brake force generation described below can also be achieved hydraulically. Where the term "pneumatic" is used, it can be interchanged with "hydraulic" or may include both. For well-known reasons, pneumatic systems are often preferred in connection with rail vehicles.

[0015] According to the invention, the pneumatic brake control unit has at least one valve unit in a main relay unit output-side control pressure line between the main relay valve and at least one of the at least two relay valves, which is configured to adapt the primary control pressure of the main relay valve unit to a secondary control pressure, in particular the anti-slip corrected control pressure.

[0016] Thus, for example, the primary control pressure, which is passed from the main relay valve unit to the at least one valve unit, can be further adjusted to the secondary control pressure. The control pressure line on the main relay unit's output side therefore pertains to the control pressure line for passing the control pressure to the downstream relay valves, not a control line for providing control pressure to control the at least one main relay valve.

[0017] In one embodiment, the pneumatic brake control unit is configured to provide the anti-slip control pressure for at least one of the at least two relay valves independently of the anti-slip control pressure for at least one other of the at least two relay valves.

[0018] The at least two relay valves can thus be controlled independently of each other via the pneumatic brake control unit with different anti-slip corrected control pressures.

[0019] In one embodiment, the pneumatic brake control unit has a main relay valve unit for providing a primary control pressure, in particular the anti-slip corrected control pressure.

[0020] The main relay valve unit can, for example, initially adjust the control pressure to a primary control pressure as adapted to the corresponding higher-level brake command. Alternatively, the primary control pressure can also directly correspond to the anti-slip control pressure. In this case, the main relay valve unit directly incorporates the required anti-slip measure. If the primary control pressure is not already adjusted to the anti-slip control pressure by the main relay valve unit, the primary control pressure can at least correspond to the control pressure without anti-slip correction according to the higher-level brake command. Alternatively or additionally, the primary control pressure can be adjusted to a load-corrected control pressure via the main relay valve unit.

[0021] The main relay valve unit includes at least one main relay valve. The control of the main relay valve by a main relay valve control pressure can, in turn, be achieved with comparatively smaller line cross-sections, since only the control of a control pressure is being carried out.

[0022] If the primary control pressure already corresponds to the anti-slip control pressure, the at least one valve unit, which, for example, includes or is designed as a control valve such as an electronic pressure control valve, can make further individual adjustments, for example, with regard to load, braking, and / or wheel conditions. However, if the primary control pressure does not yet correspond to the anti-slip control pressure, the necessary adjustment of the primary control pressure to the anti-slip control pressure can be made as a secondary control pressure via the at least one valve unit.

[0023] The anti-slip control pressure can thus be provided via the main relay valve unit or at least one valve unit. However, it is also possible to configure both the main relay valve unit and the at least one valve unit so that each is capable of providing the anti-slip control pressure. The provision by one unit or the other can, for example, be determined according to the anti-slip measure to be implemented or depending on the pneumatic signal level to be provided. The main relay valve unit and the at least one valve unit can also cooperate to provide the anti-slip control pressure. Likewise, the main relay valve unit and the at least one valve unit can each be configured to perform redundant anti-slip correction of the control pressure.Accordingly, at least one valve unit can take over the generation of the anti-slip corrected control pressure from the main relay valve unit if the latter fails, and vice versa.

[0024] Preferably, the pneumatic brake control unit has at least one main relay unit output-side control pressure line and / or at least one main relay unit output-side control pressure line section for each of the at least two relay valves. At least one valve unit is arranged in each of the main relay unit output-side control pressure lines and / or in each main relay unit output-side control pressure line section.

[0025] A different anti-slip corrected control pressure can be provided to each of the at least two relay valves via at least one control pressure line on the output side of the main relay unit. This can be achieved either by the main relay valve unit having its own main relay valve for each control pressure line on the output side, by the main relay valve unit having an additional pressure adjustment unit downstream of a main relay valve for each control pressure line on the output side, and / or by arranging the at least one valve unit in the respective control pressure line on the output side of the main relay unit.

[0026] Alternatively or additionally, a control pressure line on the output side of the main relay unit can branch into at least two control pressure line sections. This allows, for example, the different provision of a slip-protection-corrected control pressure to each of the relay valves connected to the respective control pressure line section on the output side of the main relay unit. This different provision can be achieved via the valve unit located in the respective control pressure line section on the output side of the main relay unit. This alternative configuration with respect to the at least two control pressure line sections on the output side of the main relay unit is exemplified by the use of two relay valves.With four relay valves, for example, two relay valves can each be connected to a main relay unit output-side control pressure line, with in turn two main relay unit output-side control pressure line sections for each of the two relay valves.

[0027] In one embodiment, the pneumatic brake control unit has a control unit configured to control the main relay valve unit and / or at least one valve unit via a control line.

[0028] The control unit is, for example, an electronic control unit that has at least one input for a brake command to actuate the main relay valve unit and / or at least one valve unit accordingly. Furthermore, a wheel slip protection signal can be supplied to the control unit via at least one or even a further signal input to actuate the main relay valve unit and / or at least one valve unit in such a way that the wheel slip-corrected control pressure is generated. The wheel slip protection signal can, for example, be a signal from a wheel speed sensor. The wheel speed sensor signal can be supplied directly as an actuation signal for a corresponding wheel slip protection correction or processed first by the control unit. In the latter case, the control unit can be configured so that the control unit itself determines the wheel slip protection correction to be applied.The anti-slip correction can be implemented depending on the braking type, the operating mode, and / or a risk assessment. Alternatively or additionally, instead of transmitting an anti-slip signal via a sensor representing slippage, the signal can also be transmitted to the pneumatic brake control unit via a higher-level control system, such as a central rail vehicle control unit.

[0029] The control of the main relay valve unit and / or the at least one valve unit via the control line can be pneumatic, in the sense of providing a control pressure, or signal-based. If, for example, the main relay valve unit is controlled by a signal, it in turn has components for generating a control pressure for the at least one main relay valve. Alternatively or additionally, the control line can directly transmit a main relay control pressure from the control unit to the at least one main relay. The control line for the control of the main relay valve unit and / or the at least one valve unit by the control unit is a control unit control line, and therefore not the control pressure line for the anti-slip control pressure.In principle, however, it is possible that the pressure supply of the control unit is branched off from a main relay unit input-side control pressure line and / or a valve unit input-side control pressure line via the control unit control line when the main relay valve unit and / or at least one valve unit is pneumatically actuated.

[0030] In particular, a pressure sensor is arranged in a control pressure line on the input side of the main relay unit and is connected to the control unit via a signal system.

[0031] The pressure sensor can thus transmit the input pressure to the control unit, which must be adjusted to the anti-slip control pressure, in order to refine the adjustment. Accordingly, fluctuations in the input pressure or other changes are taken into account by the control unit. The control unit can also be configured, depending on the signal from the pressure sensor, to detect a fault and forward a warning message and / or initiate emergency operation, for example, involving braking.

[0032] In one embodiment, the pneumatic brake control unit includes an emergency brake control unit configured to control the main relay valve unit and / or at least one valve unit via a control line.

[0033] The emergency brake control unit can be part of the control unit or provided separately from the control unit. In particular, the emergency brake control unit and the units controlled by it are configured such that the control action performed by the emergency brake control unit takes priority or, if necessary, suspends other control actions that conflict with or hinder the execution of the control action by the emergency brake control unit.

[0034] In particular, the emergency brake control unit has at least one emergency brake valve, which can be controlled by the control unit.

[0035] Accordingly, the emergency brake control unit can be operated as a pneumatic emergency brake control unit, which is controlled by the control unit via a signal. The control unit can, for example, specify the emergency brake control pressure to be applied to the main relay valve unit. In this case, the emergency brake control pressure represents the control pressure for at least one main relay valve to generate the primary control pressure for the downstream relay valves.

[0036] In one embodiment, at least one pressure sensor is arranged in the control pressure line on the output side of the main relay unit between the main relay valve unit and at least one of the at least two relay valves, in particular between at least one of the valve units and the respective relay valve, preferably between each of the valve units and the respective relay valve.

[0037] This allows the adjustment of the anti-slip control pressure by the main relay valve unit and / or at least one valve unit to be monitored and / or controlled. The output signals from the corresponding pressure sensor can be transmitted, for example, to the control unit of the pneumatic brake control unit and / or to a higher-level control system, such as a central rail vehicle control unit.

[0038] In one embodiment, the relay valves are arranged as local relay valves near their respective assigned brake cylinders, in particular in the area of ​​a bogie of the rail vehicle unit that can be assigned to the respective brake cylinder.

[0039] Accordingly, the brake pressure applied to each brake cylinder can be generated locally by the relay valve assigned to that cylinder. Consequently, the comparatively large cross-section of the brake pressure line required for this purpose, running from the respective relay valves to the respective brake cylinders, can be kept to a length acceptable in terms of the necessary reaction times. In other words, the local relay valves can amplify the anti-slip control pressure applied to each local relay valve to the required brake pressure flow rate. The generation of the anti-slip control pressure can take place elsewhere, particularly centrally, since the comparatively smaller cross-sections used to transmit the pressure to the relay valves allow for longer distances to be bridged with sufficient reaction time.

[0040] For example, a local relay valve can be provided for each bogie, through which the brake pressure is supplied to each brake cylinder of the bogie according to the anti-slip control pressure specified to the local relay valve. The respective local relay valve is located, for example, near the respective bogie, in particular on or in the bogie.

[0041] To enable independent braking not only of the bogies but also of individual axles within the bogies, a relay valve can be provided for each axle. The same applies, by analogy, to individual wheels in the case of split axles.

[0042] According to another aspect, the present invention relates to a method for controlling a braking system described above, comprising the steps: Provision of a supply pressure for each of the at least two relay valves, Control of at least two relay valves via the pneumatic brake control unit with a slip-protection-corrected control pressure, and Forwarding of a respective brake pressure resulting from the supply pressure and the anti-slip control pressure to at least one brake cylinder assigned to the respective relay valve.

[0043] As described above, the supply pressure for at least two relay valves can be provided via comparatively large supply cross-sections to achieve the required flow rate. This derived supply pressure is then converted into brake pressure or brake cylinder pressure according to the control pressure applied to the respective relay valve. The supply pressure can be derived from a supply pressure line. The lines of the piping system with the comparatively large cross-section can also be referred to as main pressure lines.

[0044] The control of the relay valves via the anti-slip control pressure, which is generated in the pneumatic control unit, is then supplied to the respective relay valves via lines with a comparatively small cross-section.

[0045] In one embodiment of the method, the anti-slip corrected control pressure is set via the main relay valve unit described above and / or the at least one valve unit described above.

[0046] The process features described in the preceding description of the braking system, or the device features that can be equated with process features, relate equally to advantageous further developments of the method according to the invention.

[0047] According to a further aspect, the present invention relates to a rail vehicle with a braking system described above, wherein the brake control unit is arranged in a rail vehicle unit of the rail vehicle and the at least two relay valves are each assigned to at least one bogie, in particular arranged on or in the bogie.

[0048] Accordingly, the rail vehicle as a whole, or a rail vehicle unit thereof, can have the pneumatic brake control unit as at least one central pneumatic brake control unit, which transmits a respective anti-slip control pressure via control pressure lines to local relay valves, each locally assigned to at least one bogie, in particular to each brake cylinder of a bogie. However, the rail vehicle as a whole, or a relevant rail vehicle unit, can also have several of the aforementioned brake systems, with each pneumatic brake control unit centrally controlling at least two local relay valves via a respective anti-slip control pressure.

[0049] The respective braking system can independently control the system via the pneumatic brake control unit, which then has corresponding signal inputs for a braking command and anti-slip events. Alternatively or additionally, the pneumatic brake control unit can also be controlled via a higher-level electronic brake control unit.

[0050] The vehicle features described in the preceding description of the braking system or the method, or the device and / or method features that can be equated with vehicle features, relate equally to advantageous further developments of the vehicle according to the invention.

[0051] According to another aspect, the present invention relates to a computer program product with code means which, when executed on a data processing unit, cause it to execute the method described above.

[0052] According to another aspect, the present invention relates to a storage medium for reading by a data processing unit, wherein the storage medium comprises a computer program product according to the above paragraph.

[0053] The computer program or storage medium advantageously creates the possibility of training existing data processing units to carry out the procedure described above. Thus, a rail vehicle equipped with a data processing unit can also be trained to carry out the procedure described above.

[0054] The embodiments of the invention described above and below are not to be considered as limiting to the subject matter of the invention. Rather, further subject matter according to the invention can be obtained by adding, omitting, or exchanging individual features.

[0055] Preferred embodiments of the invention are described below with reference to the accompanying drawings.

[0056] In detail, they show Fig. 1 a schematic representation of a braking system for a rail vehicle according to an exemplary prior art, Fig. 2 a schematic representation of a braking system for a rail vehicle according to an exemplary embodiment of the invention, and Fig. 3 a detailed schematic representation of a pneumatic brake control unit of the brake system according to Fig. 1.

[0057] Fig. Figure 1 shows a schematic representation of a braking system 1' for a rail vehicle according to an exemplary prior art.

[0058] The in Fig. The braking system 1' shown corresponds to the braking system 1' already described in the prior art.

[0059] Fig. Figure 2 shows a schematic representation of a braking system 1 for a rail vehicle according to an exemplary embodiment of the invention.

[0060] In the exemplary embodiment, the braking system 1 is shown as a braking system for a wagon as a rail vehicle unit of a rail vehicle. The wagon has two bogies. One bogie is represented by the wheels 41a, 42a, which in turn represent the respective axles of the bogie. The wheels 41a, 42a, or the corresponding axles, can be braked by means of a brake cylinder 40a arranged in or on the bogie. The other bogie is represented analogously by the wheels 41b, 42b, which in turn represent the respective axles of the bogie. The wheels 41b, 42b, or the corresponding axles, can be braked by means of a brake cylinder 40b arranged in or on the bogie. In alternative embodiments, several brake cylinders can also be arranged on one bogie.

[0061] Each of the brake cylinders 40a and 40b is assigned a corresponding relay valve 30a and 30b, respectively. Relay valve 30a converts a supply pressure R, derived from a supply pressure line, into a brake pressure C1, which is supplied to brake cylinder 40a, based on a control pressure Cv1 (corrected for slippage). Similarly, relay valve 30b converts the supply pressure R, also derived from the supply pressure line, into a brake pressure C2, which is supplied to brake cylinder 40a, based on a control pressure Cv2 (corrected for slippage). The lines supplying the supply pressure R to relay valves 30a and 30b, and the respective brake pressures C1 and C2 from relay valves 30a and 30b to brake cylinders 40a and 40b, can be generally referred to as main pressure lines.The main pressure lines have a relatively large cross-section compared to the control pressure lines described later, in order to enable a required volume flow or to sufficiently amplify the applied control pressure signal.

[0062] To generate the respective anti-slip control pressures Cv1 and Cv2, the relay valves 30a and 30b are connected to a pneumatic brake control unit 20 via a control pressure line. The pneumatic brake control unit 20 is in turn connected to the supply pressure line via a control pressure line. Accordingly, the supply pressure R is supplied to the pneumatic brake control unit 20 to generate the anti-slip control pressures Cv1 and Cv2. The control pressure line has a comparatively small cross-section compared to the supply pressure line.

[0063] To control the pneumatic brake control unit 20, the brake system 1 includes an electronic brake control unit 10. In the exemplary embodiment, this is a central electronic brake control unit 10 that controls the pneumatic brake control unit 20 both in response to an incoming brake control command and in response to incoming anti-slip signals. Alternatively, the pneumatic brake control unit 20 can also comprise the electronic brake control unit 10. If, in such a case, the pneumatic brake control unit 20 is intended as a central pneumatic brake control unit 20 for the rail vehicle unit or even the entire rail vehicle, the electronic brake control unit 10 also forms a corresponding central electronic brake control unit.Alternatively, the pneumatic brake control unit 20 and / or the electronic brake control unit 10 can also be controlled by a further higher-level control system.

[0064] The pneumatic brake control unit 20 is controlled via the electronic brake control unit 10 using a control line. The electronic brake control unit is also connected via control lines to pressure sensors 50a, 50b, which are located between the relay valves 30a, 30b and their respective brake cylinders 40a, 40b. These sensors transmit pressure signals representing the respective brake pressure C1, C2 to the electronic brake control unit 10, which can be used, for example, to monitor proper operation, control, and / or issue warning messages.

[0065] The exemplary embodiment of the brake system 1 thus has, in principle, three types of lines. The supply pressure line, the lines leading from it to the relay valves, and the lines leading from the relay valves to the brake cylinders constitute lines of a first type. Lines of the first type can be referred to as main pressure lines. These main pressure lines have a comparatively large cross-section. The main pressure lines are indicated by solid lines in the figures. Control pressure lines, representing a second type of line, run from the supply pressure line or a corresponding main pressure line to the pneumatic brake control unit 20 and from there to the respective relay valves 30a and 30b. These control pressure lines have a comparatively smaller cross-section than the main pressure lines.Control pressure lines are represented by dashed lines in the figures. In other embodiments, the main pressure lines and control pressure lines can also have the same or at least a similar cross-section. However, the use of the comparatively smaller cross-sections can be advantageous, at least with regard to the associated reaction times, or allow for longer line runs. Furthermore, the cross-sections of individual main pressure lines and / or main pressure line sections can differ from one another. This applies equally to the control pressure lines and / or control pressure line sections. Finally, a third type of line is provided: control lines for actuating the pneumatic brake control unit 20 by the electronic brake control unit 10, and for transmitting signals from the pressure sensors 50a, 50b to the electronic brake control unit 10.In the exemplary embodiment, signal transmission via the control lines is achieved using electrical signals. Alternatively or additionally, other signal types, such as pneumatic signals, can also be provided. The control lines are represented by dotted lines in the figures. For clarification, it should be noted that the control pressure lines refer to lines that ultimately provide the anti-slip control pressure for the relay valves, i.e., they carry the volume that needs to be adjusted for this purpose. In contrast, control lines refer to the lines used to actuate the components for adjusting the control pressure.

[0066] Fig. Figure 3 shows a detailed schematic representation of a pneumatic brake control unit 20 of the brake system 1 according to Fig. 1.

[0067] In the exemplary embodiment, the brake control unit 20 comprises a main relay valve unit 24, a control unit 22, and an emergency brake valve 23, wherein the main relay valve unit 24 can be controlled via the control unit 22 and / or the emergency brake valve 23. A pressure sensor 21 is arranged upstream of the main relay unit 24 in a control pressure line on the input side of the brake control unit, which can be pressurized from the supply line. This pressure sensor 21 is connected to the control unit 22 via a control line, so that the control unit 22 can take into account the pressure currently supplied to the main relay valve unit 24 when controlling it. In addition, the control unit 22 specifies an emergency brake pressure to the emergency brake valve 23, which is used to control the main relay valve unit 24 in the event of emergency braking.

[0068] The main relay valve unit 24 has a main relay valve (not shown) that converts the inlet pressure into a control pressure for the relay valves 30a and 30b, depending on the control input from the control unit 22 or the emergency brake valve 23. This control pressure is then discharged via a control pressure line on the main relay valve unit's output side, which branches off to the respective relay valves 30a and 30b. In a control pressure line branch on the main relay valve unit's output side, leading to one of the relay valves 30a, a control valve unit 25a is arranged as an example of a valve unit that converts the control pressure coming from the main relay valve unit 24 into a slip-protection-corrected control pressure Cv1 for the one relay valve 30a.The anti-slip correction can be achieved by actuating the control valve unit 25a via the control unit 22 and / or by external signal transmission via the electronic brake control unit 10 and / or another unit that detects or determines the initiation of an anti-slip measure. The anti-slip corrected control pressure Cv1 is then forwarded to one relay valve 30a. The pneumatic brake control unit 20 also has a pressure sensor 26a between the control valve unit 25a and one relay valve 30a, via which the anti-slip corrected control pressure can be monitored and / or used for further control and / or output for further use. Similarly, the conversion of the control pressure coming from the main relay valve unit 24 into an anti-slip corrected control pressure Cv2 for the other relay valve 30b is carried out via a control valve unit 25b.A pressure sensor 26b is also provided in the main relay valve unit's output-side control pressure line section for the other relay valve 30b, between the control valve unit 26b and the relay valve 30b. Furthermore, the pneumatic brake control unit 20 has a connecting valve 27 that can connect the respective control pressure line sections on the output side of the control valve units. This connecting valve allows, for example, the two anti-slip control pressures Cv1, Cv2, and thus the brake pressures C1, C2, to be controlled by only one of the two valve units 25a, 25b during normal operation. This allows the operation of the valve unit 25a, 25b that is not currently in use to be suspended, thereby reducing energy consumption and the number of valve cycles.The operation of both valve units 25a, 25b can be provided when fast response times are required and / or different anti-slip control pressures Cv1, Cv2 and thus different brake pressures C1, C2 are required.

[0069] In the exemplary embodiment, the anti-slip control pressure Cv1, Cv2 is individually anti-slip corrected for each of the relay valves 30a, 30b via the control valve units 25a, 25b. Alternatively, the anti-slip correction of the control pressure can also be performed by the main relay valve unit 24. The same anti-slip corrected control pressure Cv1, Cv2 can then be specified for the relay valves 30a, 30b, which can then be individually adjusted and / or switched on and off in the respective control pressure line sections by the respective control valve units 25a, 25b according to other specifications. In another alternative, the main relay valve unit has one main relay valve for each relay valve 30a, 30b, or, in the case of groups of relay valves, one for each group, as well as a corresponding control pressure line output for each main relay valve.Accordingly, a control pressure line can be routed from each main relay valve to the respective relay valve 30a, 30b, or a corresponding group of relay valves. In such a configuration, each of the main relay valves can individually provide the anti-slip control pressure Cv1, Cv2.

[0070] In a constellation in which the control valve units 25a, 25b or such valve units do not contribute to the anti-slip correction and / or no other further adjustment and / or switching on and off of the anti-slip corrected control pressure is provided, these can also be omitted. REFERENCE MARK LIST 1, 1' braking system 10, 10' electronic brake control unit 20, 20' pneumatic brake control unit 21 Pressure sensor 22 Control unit 23 Emergency brake valve 24 Main relay valve unit 25a, 25b Control valve unit (valve unit) 26a, 26b Pressure sensor 27 Connecting valve 30a, 30b Relay valve 40a, 40a', 40b, 40b' brake cylinder 41a, 41a', 42a, 42a' Wheels (Brake cylinders 40a, 40a') 41b, 41b', 42b, 42b' Wheels (Brake cylinders 40b, 40b') 50a, 50a', 50b, 50b' Pressure sensor 60a', 60b' Anti-slip valve C1, C2 Working pressure (brake pressure) C v 1, C v 2 Control pressure R supply pressure Main pressure line - - - - - Control pressure line Control line

Claims

[1] Braking system (1) for a railway vehicle comprising: at least two brake cylinders (40a, 40b), at least one pneumatic brake control unit (20) which can be assigned to at least one rail vehicle unit of the rail vehicle, and at least two relay valves (30a, 30b), each arranged between the at least one pneumatic brake control unit (20) and at least one of the at least two brake cylinders (40a, 40b), to which a supply pressure (R) can be supplied for conversion into a brake pressure (C1, C2), wherein the pneumatic brake control unit (20) is connected to the at least two relay valves (30a, 30b) via a respective control pressure line and is configured to supply a slip-protection-corrected control pressure (Cv1, Cv2) to the at least two relay valves (30a, 30b) via the respective control pressure line, and wherein the pneumatic brake control unit (20) in a main relay unit output-side control pressure line between the main relay valve (24) and at least one of the at least two relay valves has at least one valve unit (25a, 25b) configured to adapt the primary control pressure of the main relay valve unit (24) to a secondary control pressure, in particular the anti-slip corrected control pressure (Cv1, Cv2). [2] Brake system (1) according to claim 1, wherein the pneumatic brake control unit (20) is configured to provide the anti-slip corrected control pressure (Cv1) for at least one of the at least two relay valves (30a, 30b) independently of the anti-slip corrected control pressure (Cv2) for the at least one other of the at least two relay valves (30a, 30b). [3] Brake system (1) according to claim 1 or 2, wherein the pneumatic brake control unit (20) comprises a main relay valve unit (24) for providing a primary control pressure. [4] Brake system (1) according to one of the preceding claims, wherein the pneumatic brake control unit (20) has at least one main relay unit output-side control pressure line and / or at least one main relay unit output-side control pressure line section for each of the at least two relay valves (30a, 30b) and at least one valve unit (25a, 25b) is arranged in each of the main relay unit output-side control pressure lines and / or in each main relay unit output-side control pressure line section. [5] Brake system (1) according to one of claims 3 to 4, wherein the pneumatic brake control unit (20) has a control unit (22) configured to control the main relay valve unit (24) and / or the at least one valve unit (25a, 25b) via a control line. [6] Brake system according to claim 5, wherein a pressure sensor (21) is arranged in a control pressure line on the input side of the main relay unit and is connected to the control unit (22) via a signal. [7] Brake system (1) according to any one of claims 3 to 6, wherein the pneumatic brake control unit (20) has an emergency brake control unit (23) configured to control the main relay valve unit (24) and / or the at least one valve unit (25a, 25b) via a control line. [8] Braking system (1) according to claim 7, wherein the emergency brake control unit (23) has at least one emergency brake valve (23) which can be controlled by the control unit (22). [9] Brake system (1) according to one of claims 3 to 8, wherein at least one pressure sensor (26a, 26b) is arranged in the main relay unit output side control pressure line between the main relay valve unit and at least one of the at least two relay valves (30a, 30b). [10] Brake system (1) according to one of the preceding claims, wherein the relay valves (30a, 30b) are arranged as local relay valves near their respective associated brake cylinders (40a, 40b). [11] Method for controlling a braking system (1) according to any one of claims 1 to 10, comprising the steps: Provision of a supply pressure (R) for each of the at least two relay valves (30a, 30b), Control of at least two relay valves (30a, 30b) via the pneumatic brake control unit (20) with a slip-protection corrected control pressure (Cv1, Cv2), and Forwarding of a respective brake pressure (C1, C2) resulting from the supply pressure (R) and the anti-slip corrected control pressure (Cv1, Cv2) to the at least one brake cylinder (40a, 40b) assigned to the respective relay valve (30a, 30b). [12] Method according to claim 11, wherein the anti-slip corrected control pressure (Cv1, Cv2) is set via the main relay valve unit (24) according to any one of claims 3 to 10 and / or the at least one valve unit (25a, 25b) according to any one of claims 1 to 10. [13] Rail vehicle with a braking system (1) according to one of claims 1 to 10, wherein the brake control unit (20) is arranged in a rail vehicle unit of the rail vehicle and the at least two relay valves (30a, 30b) are each assigned to at least one bogie. [14] Computer program product comprising code means which, when executed on a data processing unit, cause it to execute the method according to claim 11 or 12. [15] Storage medium for reading by a data processing unit, wherein the storage medium comprises a computer program product according to claim 14.

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