Arrangement with at least two brake units and method for their operation

Abstract

The invention relates, among other things, to an arrangement with at least two brake units (21-24), each with an associated shut-off unit (110) for each of the at least two brake units (21-24), wherein each shut-off unit (110) allows braking operation of the respective associated brake unit (21-24) in a passive position and prevents braking operation of the respective associated brake unit (21-24) in a deactivation position, and with an associated brake control unit (31-34) for each of the at least two brake units (21-24) for controlling the braking operation of the respective associated brake unit (21-24).According to the invention, a central device (40) of the arrangement is designed to check, in response to a shutdown request (AF) from one of the brake control units (31-34), whether a shutdown of the brake unit (21-24) affected by the shutdown request (AF) is permissible, and, in the case of a permissible shutdown, to send a release signal (FS) to the brake control unit (31-34) that made the shutdown request (AF) to shut down the brake unit (21-24) affected by the shutdown request (AF).

Description

[0001] The invention relates to arrangements with at least two brake units, methods for their operation and vehicles equipped with such arrangements.

[0002] The invention relates, inter alia, to an arrangement with at least two brake units, each with an associated cut-off unit for each of the at least two brake units, wherein each cut-off unit permits braking operation of the respectively associated brake unit in a passive position and prevents braking operation of the respectively associated brake unit in a deactivation position, and each with an associated brake control unit for each of the at least two brake units for controlling the braking operation of the respectively associated brake unit. Such arrangements are known, for example, in rail vehicles, wherein in pneumatic brake units the cut-off units are usually designed in the form of shut-off or ventilation valves.

[0003] The invention is based on the object of specifying an arrangement in which switching off, i.e. so-called locking or emergency release, of brake units beyond a predetermined level can be particularly reliably avoided.

[0004] This object is achieved according to the invention by an arrangement having the features according to claim 1. Advantageous embodiments of the arrangement according to the invention are specified in subclaims.

[0005] According to the invention, a central device of the arrangement is designed to check, in response to a switch-off request from one of the brake control units, whether switching off the brake unit affected by the switch-off request is permissible and, if the switch-off is permissible, to send back an enable signal for switching off the brake unit affected by the switch-off request to the brake control unit that made the switch-off request.

[0006] A significant advantage of the arrangement according to the invention is that the brake control units cannot decide autonomously or alone whether a brake unit is switched off and thus its brake is released, because the central device must actively agree to the switch-off by issuing a release signal.

[0007] In order to prevent a braking unit from being switched off without the consent of the central device, it is considered advantageous if the central device, preferably only the central device alone, is designed or capable of providing, in the event that the switching off is permitted, the switching off energy that energetically enables the braking unit affected by the switching off request to be switched off or that is required for the switching off.

[0008] In an embodiment considered advantageous, it is provided that at least one of the at least two brake control units is designed to check the need to switch off its own brake unit and, if a need to switch off is recognized, to send a switch-off request relating to its own brake unit to the central device and to further process an enable signal possibly then received from the central device.

[0009] In the latter embodiment, it is particularly advantageous if the further processing of the release signal received from the central device includes checking whether, at the time of receipt of the release signal, the need to switch off the own brake unit still exists, and if the need still exists, the brake control unit triggers the switch-off and otherwise refrains from switching off.

[0010] Alternatively or additionally, it can be advantageously provided that the at least one of the at least two brake control units is designed to detect the need to switch off another brake unit and, in the event of a detected need to switch off, to send a switch-off request relating to the other brake unit to the central device and to further process an enable signal relating to the other brake unit which may then be received from the central device.

[0011] In the latter embodiment, it is particularly advantageous if the at least one brake control unit is designed to detect the need to switch off the other brake unit on the basis of a switch-off request signal sent by the other brake unit and, if the switch-off request signal is present, to send the switch-off request relating to the other brake unit to the central device.

[0012] Alternatively or additionally, it can be advantageously provided that the at least one brake control unit is designed to detect the need to switch off the other brake unit itself based on an evaluation of a sensor signal from a sensor monitoring the other brake unit.

[0013] The further processing of the release signal received from the central device and relating to the other brake unit preferably includes switching off the other brake unit.

[0014] It is also advantageous if the further processing of the release signal received from the central device includes checking whether, at the time of receipt of the release signal, the need to switch off the other brake unit still exists and, if the need still exists, the brake control unit triggers the switch-off of the other brake unit and otherwise refrains from switching off.

[0015] The central device is preferably designed such that, upon receipt of a shutdown request, it checks whether a brake unit other than the brake unit affected by the shutdown request has already been switched off.

[0016] In the latter embodiment, it is particularly advantageous if the central device is designed in such a way that, in the event that a brake unit other than the brake unit affected by the switch-off request has already been switched off, it considers a switch-off of the brake unit affected by the switch-off request to be inadmissible and does not send back an enable signal to the brake control unit that sent the switch-off request.

[0017] Alternatively, it can advantageously be provided that the central device is designed in such a way that, in the event that a brake unit other than the brake unit affected by the switch-off request has already been switched off, it checks whether switching off the brake unit affected by the switch-off request has a higher priority than maintaining the switch-off state of the brake unit that has already been switched off, according to a predetermined prioritization specification, and in the case of a higher priority, triggers a re-switching on of the switched-off brake unit and then sends the release signal for switching off the brake unit affected by the switch-off request back to the brake control unit that made the switch-off request.

[0018] In order to prevent more than one brake unit from being switched off, even by means of a hardware connection of the switch-off units, it is considered advantageous if each of the switch-off units is assigned a locking device which, when the switch-off unit is activated, prevents all other switch-off units from being activated.

[0019] In the latter embodiment, it is particularly advantageous if the switch-off unit and the locking device are components of a deactivation device which comprises: a first connection contact for connection to a first electrical potential, a second connection contact for connection to a second electrical potential, a first forwarding connection to which a first connection contact of a deactivation device arranged downstream with respect to the first potential can be connected in order to forward the first electrical potential applied to the first connection contact, and a second forwarding connection to which a second connection contact of a deactivation device arranged downstream with respect to the second potential can be connected in order to forward the second electrical potential applied to the second connection contact.

[0020] The locking device is preferably designed to separate the shutdown unit from the power supply, i.e. its or its power supply, in its unlocked position and thus to hold it in the passive position and to enable the forwarding of the two potentials present at the connection contacts to the forwarding connections and to connect the shutdown unit to the power supply in its locked position and to prevent the forwarding of the two potentials present at the connection contacts to the forwarding connections.

[0021] The invention also relates to a vehicle, for example a rail vehicle, which is equipped with an arrangement as described above.

[0022] The invention also relates to the locking device described above and the deactivation device described above as such. For example, a deactivation device is considered an independent invention which comprises: a first connection contact for connection to a first electrical potential, a second connection contact for connection to a second electrical potential, a first forwarding connection, to which a first connection contact of a deactivation device arranged downstream with respect to the first potential can be connected in order to forward the first electrical potential applied to the first connection contact, a second forwarding connection, to which a second connection contact of a deactivation device arranged downstream with respect to the second potential can be connected in order to forward the second electrical potential applied to the second connection contact, and a locking device,which, in its unlocked position, disconnects the disconnection unit from the power supply and thus keeps it in the passive position and enables the forwarding of the two potentials present at the connection contacts to the forwarding connections; and, in its locked position, connects the disconnection unit to the power supply and prevents the forwarding of the two potentials present at the connection contacts to the forwarding connections.

[0023] The shut-off unit can be or comprise a switchable valve that, in the passive position of the shut-off unit, leaves a pressure-actuated brake of the brake unit connected to a supply pressure connection and, in the deactivated position, disconnects the brake from the supply pressure connection. Alternatively, the shut-off unit can be or comprise an electrical switching element that, in the deactivated position of the shut-off unit, switches off an electrical brake of the brake unit.

[0024] The invention also relates to a method for operating an arrangement, in particular an arrangement as described above, or for operating an arrangement which is equipped with at least two brake units, with an associated switch-off unit for each of the at least two brake units, wherein each switch-off unit allows braking operation of the respectively associated brake unit in a passive position and prevents braking operation of the respectively associated brake unit in a deactivation position, and with a brake control unit for each of the at least two brake units for controlling the braking operation of the respectively associated brake unit.With regard to such a method, the invention provides that a central device of the arrangement checks, in response to a switch-off request from one of the brake control units, whether switching off the brake unit affected by the switch-off request is permissible and, if the switch-off is permissible, provides switch-off energy which energetically enables switching off the brake unit affected by the switch-off request and sends back an enable signal for switching off the brake unit affected by the switch-off request to the brake control unit which made the switch-off request.

[0025] With regard to the advantages and advantageous embodiments of the method according to the invention, reference is made to the above statements in connection with the arrangement according to the invention and its advantageous embodiments.

[0026] The invention is explained in more detail below using exemplary embodiments, which show, for example: Fig. 1-3 a first embodiment of a multi-unit rail vehicle equipped with an embodiment of an arrangement according to the invention, as well as its mode of operation in the event of an emergency release requirement, Fig. 4-5 an embodiment of a deactivation device in which the energy supply of both the trigger unit and the shutdown unit depends on the switching state of other deactivation devices, wherein the Fig. 4 and Fig. 5 different operating states of the deactivation device, Fig. 6 an embodiment of a deactivation device in which the power supply of the trigger unit, but not that of the shutdown unit, depends on the switching state of other deactivation devices, Fig. 7 shows an embodiment of a deactivation device in which the power supply of the shutdown unit, but not that of the triggering unit, depends on the switching state of other deactivation devices, Fig. 8 shows a second embodiment of a multi-unit rail vehicle equipped with a second embodiment of an arrangement according to the invention, Fig. 9 shows a third embodiment of a multi-unit rail vehicle equipped with a third embodiment of an arrangement according to the invention, and Fig. 10 a fourth embodiment of a multi-unit rail vehicle in which locking devices or deactivation devices alone prevent the switching off of two or more brake units.

[0027] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0028] The Fig. 1 shows a first embodiment of a multi-unit rail vehicle 10 comprising two carriages 11 and 12. The rail vehicle 10 is equipped with a first, a second, a third, and a fourth brake unit 21-24, each of which is assigned, for example, to a bogie of the rail vehicle 10.

[0029] The brake units 21-24 are each controlled by an associated brake control unit; the brake control units are connected via a Fig. 1 not shown central data bus with a central device 40. In the Fig. 1, the first brake control unit assigned to the first brake unit 21 is identified by the reference numeral 31, the second brake control unit assigned to the second brake unit 22 is identified by the reference numeral 32, the third brake control unit assigned to the third brake unit 23 is identified by the reference numeral 33 and the fourth brake control unit assigned to the fourth brake unit 24 is identified by the reference numeral 34.

[0030] In the event of an error or malfunction, the brake units 21-24 can be deactivated or their brakes released. A malfunction can occur, for example, if the affected brake units 21-24 build up their braking force untimely, build up an undesirably high brake pressure, have a defective anti-skid device, an axle braked by the brake unit is blocked, or the associated brake control unit is defective.

[0031] To deactivate each of the brake units 21-24, a switch-off unit is assigned to each of them, which is located in the Fig. 1 is marked with the reference numeral 110. The triggering of the shutdown units 110 is carried out by individually assigned triggering units 120, which can be controlled by the respective brake control unit 31-34.

[0032] In the case of a pneumatic brake unit, the brake can be released, for example, by venting or shutting off the compressed air supply. The associated shut-off unit 110 can be a switchable valve (see Fig. Fig. 4) be or comprise an electrical switching element that, in the passive position of the shut-off unit 110, leaves a pressure-actuated brake of the brake unit connected to a supply pressure connection and, in the deactivation position, disconnects the brake from the supply pressure connection. In the case of an electric brake unit, the shut-off unit 110 can, for example, be or comprise an electrical switching element that, in the deactivation position of the shut-off unit 110, switches off an electric brake of the brake unit.

[0033] Each of the shutdown units 110 is in turn assigned to a deactivation device with its associated trigger unit 120. In the embodiment according to Fig. 1, four deactivation devices are accordingly provided, namely a first, which is identified by the reference numeral 51 and is assigned to the first brake control unit 31 and the first brake unit 21, a second, which is identified by the reference numeral 52 and is assigned to the second brake control unit 32 and the second brake unit 22, a third, which is identified by the reference numeral 53 and is assigned to the third brake control unit 33 and the third brake unit 23, and a fourth, which is identified by the reference numeral 54 and is assigned to the fourth brake control unit 34 and the fourth brake unit 24.

[0034] Each of the deactivation devices 51-54 comprises a first connection contact A1 for connection to a first electrical potential P1, a second connection contact A2 for connection to a second electrical potential P2, a first forwarding connection W1, to which a first connection contact A1 of a deactivation device arranged downstream with respect to the first potential P1 can be connected in order to forward the first electrical potential P1 applied to the first connection contact A1, and a second forwarding connection W2, to which a second connection contact A2 of a deactivation device arranged downstream with respect to the second potential P2 can be connected in order to forward the second electrical potential P2 applied to the second connection contact A2.

[0035] The deactivation devices 51-54 are arranged in the form of a cascade, wherein a first cascade connection K1 is suitable for feeding the first potential P1 and a second cascade connection K2 is suitable for feeding the second potential P2.

[0036] In the embodiment according to Fig. The first deactivation device 51 forms the first deactivation device of the cascade and the fourth deactivation device 54 forms the last deactivation device of the cascade. For this purpose, the first deactivation device 51 is connected with its first connection contact A1 to the first cascade connection K1, with its first forwarding contact W1 to a first connection contact A1 of the second deactivation device 52 of the cascade that is subordinate in the cascade, and with its second connection contact A2 to a second forwarding contact W2 of the second deactivation device 52 that is subordinate in the cascade.

[0037] The last deactivation device 54 of the cascade is connected with its first connection contact A1 to a first forwarding connection W1 of the cascade-arranged third deactivation device 53 of the cascade, with its second forwarding connection W2 to a second connection contact A2 of the cascade-arranged third deactivation device 53 of the cascade, and with its second connection contact A2 to the second cascade connection K2.

[0038] The first cascade connection K1 is connected to the first potential P1 via a first power supply switch 41, which can be switched by the central device 40, and to the second potential P2 via a second power supply switch 42, which can be switched by the central device 40. A supply voltage U is applied between the two potentials, which corresponds to the potential difference between the two potentials P1 and P2.

[0039] In the embodiment according to Fig. 1, a voltage sensor 200 is connected between the first forwarding connection W1 of the last deactivation device 54 and the second forwarding connection W2 of the first deactivation device 51. This voltage sensor can be, for example, a relay that closes a relay switch of the relay when a voltage above a predetermined minimum voltage is present and otherwise leaves it open. Using the voltage sensor 200, the central device 40 can check the correct operation and switching state of the cascade, as will be explained below by way of example.

[0040] The brake units 21-24 are preferably each equipped with a sensor 60, wherein an evaluation of a sensor signal of the respective sensor 60 allows a malfunction to be detected. In the embodiment according to Fig. 1, the sensors 60 of the brake units 21-24 are each connected to the brake control unit controlling the respective brake unit and transmit their sensor signal to this brake control unit, or at least also to this brake control unit. Each of the sensors 60 preferably comprises a sensor system that detects and processes not just one measured variable, but two or more: For example, each sensor 60 can process the following measured variables to detect a malfunction of the respective brake: brake pressure and / or speed and / or temperature.

[0041] The rail vehicle 10 according to Fig. 1 is preferably operated as follows: If one of the brake control units 31-34, for example the second brake control unit 32, detects an error in the second brake unit 22 based on the sensor signal SS2 of the associated sensor 60, it generates a shutdown request AF, which it transmits to the central device 40; this is shown by way of example in the Fig. 1.

[0042] After receiving the shutdown request AF, the central device 40 checks whether a shutdown of the second brake unit 22 affected by the shutdown request AF is permissible. If the shutdown is permissible, the central device 40 sends an enable signal FS to the second brake control unit 32 for switching off the second brake unit 22 affected by the shutdown request AF; this is shown by way of example in the Fig. 2.

[0043] As part of the decision regarding the possible output of the release signal FS, i.e., as part of the deactivation admissibility check, the central device 40 preferably checks whether a brake unit other than the second brake unit 22 affected by the deactivation request AF has already been deactivated. If a brake unit other than the second brake unit 22 affected by the deactivation request AF, i.e., the first, third, or fourth brake unit, has already been deactivated, the central device 40 considers deactivation of the second brake unit 22 to be inadmissible and accordingly does not send a release signal FS back to the brake control unit 32.

[0044] In the event that a brake unit other than the second brake unit 22 affected by the shutdown request AF has already been switched off, the central device 40 can alternatively also check whether, according to a predefined prioritization specification, switching off the second brake unit 22 affected by the current shutdown request AF has a higher priority than maintaining the switched-off state of the previously switched-off brake unit. If the second brake unit 22 currently to be switched off has a higher priority or the previously switched-off brake unit has a lower priority, it triggers a re-switching on of the switched-off brake unit and then sends the enable signal FS back to the second brake control unit 32 for switching off the second brake unit 22 affected by the current shutdown request AF.For example, the priority specification may provide that a braking unit that blocks an axle is to be switched off with a higher priority than a braking unit in which only the skid protection is defective.

[0045] After receiving the release signal FS sent by the central device 40, the second brake control unit 32 checks whether the necessity to switch off the second brake unit 22 still exists at the time of receiving the release signal FS. In the case of a still existing necessity, the second brake control unit 32 attempts to trigger the switching off of the brake unit 22 and otherwise refrains from doing so. In the exemplary embodiment according to Fig. 1, this is done by the second brake control unit 32 controlling the triggering unit 120 of the second deactivation device 52 with a triggering signal AS, as Fig. 3 shows how the shutdown unit 110 of the second deactivation device 52 is activated, or at least intended to be activated, directly or indirectly. The trigger unit 120 of the second deactivation device 52 can, for example, be a switchable digital output of the second brake control unit 32, i.e., a component of the second brake control unit 32.

[0046] Alternatively, the second brake control unit 32 can attempt to trigger the shutdown in the manner described immediately after receiving the release signal FS sent by the central device 40 - i.e., even without checking whether the shutdown is still necessary.

[0047] In order to make an impermissible shutdown of one of the brake units 21-24 very unlikely, the central device 40 alone is designed and authorized, in the event of a permissible shutdown, to provide the shutdown energy that is energetically necessary to shut down the brake unit 22 affected by the shutdown request AF. In the embodiment according to the Fig. 1 to 3, the central device 40 provides the shutdown energy by closing the two power supply switches 41 and 42, i.e. by applying the supply voltage U to the two cascade connections K1 and K2.

[0048] The switching energy is preferably necessary to supply only the trigger unit 120, only the switching unit 110 or both the trigger unit 120 and the switching unit 110 with the energy required to release the respective brake units 21-24.

[0049] The Fig. 4 shows a first embodiment of a deactivation device which is used in the rail vehicle according to the Fig. 1 to 3 can be used as the second deactivation device 52 of the cascade and accordingly also in the Fig. 4 is designated by the reference numeral 52, in more detail. The Fig. 4 can also be used as the first, third and / or fourth deactivation device in the cascade according to the Fig. 1 to 3 can be used.

[0050] In the deactivation device 52 according to Fig. 4, a locking device 100 is provided which, in its unlocked position, separates the switch-off unit 110 from the power supply or the power supply connections EV1 and EV2 of the locking device and thus keeps it in the passive position and enables the two potentials present at the connection contacts A1 and A2 to be passed on to the corresponding forwarding connections W1 and W2 (cf. Fig. 4); in its locking position, it connects the shutdown unit 110 to the power supply and prevents the two potentials present at the connection contacts A1 and A2 from being passed on to the corresponding forwarding connections W1 and W2 (cf. Fig. 5).

[0051] For this purpose, the locking device 100 comprises a first normally closed contact 101 arranged between the first connection contact A1 and the first forwarding connection W1, a second normally closed contact 102 arranged between the second connection contact A2 and the second forwarding connection W2, a normally open contact 103 which, in its open position, disconnects the switch-off unit 110 from the power supply, and an adjusting device 104 which, in the unlocked position of the locking device 100 (cf. Fig. 4) the first and second normally closed contacts 101 and 102 are closed and the normally open contact 103 is left open and in the locking position of the locking device 100 (cf. Fig. 5) keeps the first and second normally closed contacts 101 and 102 open and the normally open contact 103 closed.

[0052] A first power supply connection EV1 of the locking device 100 is electrically formed by the first connection contact A1 or a connection point located electrically between the first connection contact A1 and the first break contact 101, and a second power supply connection EV2 of the locking device 100 is electrically formed by the second connection contact A2 or a connection point located electrically between the second connection contact A2 and the second break contact 102. The first power supply connection EV1 is thus fed by the potential P1 applied to the first connection contact A1, provided this is switched through by upstream deactivation devices, and the second power supply connection EV2 is thus fed by the potential P2 applied to the second connection contact A2, provided this is switched through by upstream deactivation devices.

[0053] A first series connection R1 of a series circuit comprising at least the shutdown unit 110 and the normally open contact 103 is electrically connected to the first power supply connection EV1, i.e., to the connection contact A1 or to a connection point electrically located between the first connection contact A1 and the first normally closed contact 101. A second series connection R2 of the series circuit is electrically connected to the second power supply connection EV2, i.e., to the second connection contact A2 or to a connection point electrically located between the second connection contact A2 and the second normally closed contact 102.

[0054] Since in the embodiment according to Fig. 4 both the series circuit formed by the normally open contact 103 and the disconnection unit 110 and the series circuit formed by the triggering unit 120 and the adjusting device 104 are connected to the power supply terminals EV1 and EV2, the operability of both series circuits depends on the operating states or locking states of the other deactivation devices.

[0055] In the embodiment according to the Fig. 4, the adjustment device 104, the two normally closed contacts 101 and 102 and the normally open contact 103 are components of a relay which, in the absence of current, keeps the first and second normally closed contacts 101, 102 closed and the normally open contact 103 open, and when current is applied, keeps the first and second normally closed contacts 101 and 102 open and the normally open contact 103 closed. Fig. 4 shows the state without current application and the Fig. 5 shows the current-carrying condition for comparison. The movement of the contacts 101-103 controlled by the adjusting device 104 is shown in the Fig. 4 and Fig. 5 indicated by arrows with the reference symbols B1-B3.

[0056] The trigger unit 120 can be a component of the associated brake control unit 32, for example a switchable digital output of the brake control unit 32, or at least be connected thereto.

[0057] The functioning of the adjusting device 104 will be explained below by way of example in connection with the second brake control unit 32 and the second deactivation device 52 according to the Fig. 1 to 3 are explained in more detail: In the normal state, i.e., when the associated second brake unit 22 is ready to brake, i.e., should not be forced to release, the brake control unit 32 will not output a trigger signal AS to the trigger unit 120, so that the adjustment device 104 remains de-energized: The normally open contact 103 thus remains open and the normally closed contacts 101 and 102 remain closed. The closed normally closed contacts 101 and 102 enable the first potential P1 to be forwarded to the third deactivation device 53, which is arranged downstream of the first potential P1, and the second potential P2 to be forwarded to the first deactivation device 51, which is arranged downstream of the second potential P2.

[0058] In the release state or in the activated state of the adjustment device 104, i.e. when the associated second brake unit 22 is to be forcibly released, the second brake control unit 32 will output a release signal AS to the release unit 120, so that the adjustment device 104 is energized, provided that the central device 40 provides the two potentials P1 and P2 by closing the power supply switches 41 and 42 and all other deactivation devices switch through the potentials P1 and P2: The break contacts 101 and 102 are opened and the make contact 103 is closed (see Fig. 5). The open break contacts 101 and 102 prevent the first potential P1 from being passed on to the third deactivation device 53, which is arranged downstream of the first potential P1, and prevent the second potential P2 from being passed on to the first deactivation device 51, which is arranged downstream of the second potential P2. All deactivation devices 51 and 53-54, with the exception of the activated deactivation device 52, are thus deactivated by the locking device 100 of the deactivation device 52 assigned to the second brake control unit 32, and their make contacts 103 are left open because they are separated from at least one of the two potentials P1 or P2.

[0059] The deactivation device 52 according to the Fig. 4 and Fig. 5 thus enables circuitry interlocking such that only a single brake unit can be deactivated at any one time. As soon as any of the four deactivation devices 51-54 of the cascade has deactivated its associated brake unit 21-24 or released its brake and opened the break contacts 101 and 102, all remaining deactivation devices are disconnected from either the first potential P1 or the second potential P2, so that the supply voltage U is missing and neither the adjustment devices 104 of the remaining deactivation devices nor the shutdown units 110 of the remaining deactivation devices can be activated, even if the corresponding enable signal FS of the associated brake control unit is present and the central device 40 has enabled the potentials P1 and P2.

[0060] The Fig. 6 shows a second embodiment of a deactivation device 52 which is used in the rail vehicle according to Fig. 1 can be used as the second deactivation device of the cascade and accordingly also in the Fig. 6 is designated by the reference numeral 52, in more detail. The Fig. 6 can also be used as the first, third and / or fourth deactivation device in the cascade according to the Fig. 1 to 3 can be used.

[0061] In the embodiment according to Fig. 6, the series circuit consisting of the normally open contact 103 and the shutdown unit 110 with its two series connection connections R1 and R2 is not connected to the two power supply connections EV1 and EV2 or the connection contacts A1 and A2, but to a first external supply connection X1 and to a second external supply connection X2.

[0062] However, since the power supply of the trigger unit 120 and that of the adjustment device 104 depends on the potentials P1 and P2 applied to the connection contacts A1 and A2, the deactivation device 52 according to the Fig. 6 Nevertheless, a circuit-related interlock such that only one brake unit of the cascade can be deactivated at a time: As soon as the deactivation device 52 has switched off its associated brake unit 22 or released its brake, i.e. has closed the normally open contact 103 for this purpose, it separates all other adjustment devices from either the first potential P1 or the second potential P2.

[0063] At the same time, an adjustment of the deactivation device 52 also depends on the presence of both potentials P1 and P2, due to the connection of the trigger unit 120 and the adjustment device 104 to the power supply connections EV1 and EV2 or the connection contacts A1 and A2, so that the deactivation device 52 can only be activated if these potentials P1 and P2 are actually present and have not been switched off by other deactivation devices.

[0064] The Fig. 7 shows a third embodiment of a deactivation device 52 which is used in the rail vehicle according to Fig. 1 can be used as the second deactivation device of the cascade and accordingly also in the Fig. 7 is designated by the reference numeral 52, in more detail. The Fig. 7 can also be used as the first, third and / or fourth deactivation device in the cascade according to the Fig. 1 to 3 can be used.

[0065] In the embodiment according to Fig. 7, the series circuit consisting of the trigger unit 120 and the adjustment device 104 is not connected with its two connections to the power supply connections EV1 and EV2 or the two connection contacts A1 and A2 of the deactivation device 52, but to a first external supply connection X1 and to a second external supply connection X2.

[0066] However, since the power supply of the shutdown unit 110 depends on the potentials P1 and P2 applied to the connection contacts A1 and A2, the deactivation device 52 ensures according to the Fig. 7 nevertheless a circuit-related interlock such that only one brake unit can be deactivated at a time: As soon as the deactivation device 52 has deactivated its associated brake unit 22 or released its brake, i.e., has closed the normally open contact 103 for this purpose, it disconnects all other adjustment devices from either the first potential P1 or the second potential P2. At the same time, adjustment of the deactivation device 52 also depends on the presence of both potentials P1 and P2 due to the connection of the deactivation unit 110 to the power supply connections EV1 and EV2 or the connection contacts A1 and A2, so that the deactivation device 52 can only be activated if these potentials P1 and P2 are actually present and have not been deactivated by other deactivation devices.

[0067] The Fig. Figure 8 shows a second embodiment of a multi-unit rail vehicle 10 comprising two carriages 11 and 12. The rail vehicle 10 is equipped with four brake control units, designated by reference numerals 31-34, each associated with a bogie of the rail vehicle.

[0068] The four brake control units 31-34 have, in addition or alternatively, the task of triggering the release of their respective brake units 21-24, as described above in connection with the Fig. 1 to 7, the task of triggering the release of another brake unit, preferably the adjacent brake unit of the rail vehicle's own carriage, if necessary.

[0069] For example, the Fig. 8 shows, the second brake control unit 32 requests the release of the brake of the first brake unit 21 from the central device 40 by means of a request signal AS and, after receiving a corresponding release signal FS, attempts to trigger it by means of a corresponding trigger signal AS if it has itself recognized a release of the first brake unit 22 as necessary by evaluating the sensor signal SS1 of the sensor 60 assigned to the first brake unit 22 and / or it has received a corresponding switch-off requirement signal ABS from the first brake control unit 32.

[0070] The ABS shutdown request signal can be sent to the first brake control unit 31 directly via a separate connection, as shown in the Fig. 8, and / or indirectly via the central device 40, i.e. via the central data bus not shown in the figures, to the second brake control unit 32.

[0071] Furthermore, the above statements apply in connection with the Fig. 1 to 7 for the second embodiment according to Fig. 8 accordingly.

[0072] In the embodiments described above, the central device 40 can check the correct operation and the switching state of the cascade with the voltage sensor 200 as follows: Checking the switching state of the cascade:

[0073] If no voltage is applied to the voltage sensor 200 when the two power supply switches 41 and 42 are switched on, this means that at least one of the break contacts 101 and / or 102 of the cascade is open and one of the brake units 21-24 is deactivated.

[0074] If the supply voltage U is applied to the voltage sensor 200 when the two power supply switches 41 and 42 are switched on, this means that none of the break contacts 101 or 102 of the cascade is open and all brake units 21-24 are activated. Checking the functionality of the cascade:

[0075] If only one of the two power supply switches 41 or 42 is switched on, no voltage may be present at the voltage sensor 200. If the voltage sensor 200 of the central device 40 nevertheless indicates a voltage, this indicates an undesirable short circuit with a third potential. In this case, the central device 40 preferably generates a warning signal WS (see, for example, Fig. 3 or Fig. 8).

[0076] The Fig. Figure 9 shows a third embodiment of a multi-unit rail vehicle 10 comprising two carriages 11 and 12. In contrast to the embodiments described above, the power supply switches 41 and 42 are missing, so that the cascade of deactivation devices 51 to 54 is continuously supplied with power.

[0077] The Fig.Figure 10 shows a fourth exemplary embodiment of a multi-unit rail vehicle 10 comprising two carriages 11 and 12. In contrast to the exemplary embodiments described above, the brake control units 31 to 34 decide on the deactivation of brake units independently, without involving the control device 40. In this case, only the locking devices 104 of the deactivation devices 51 to 54 ensure that a maximum of one brake unit can be deactivated.

[0078] For the sake of simplicity and clarity, the above exemplary embodiments assume a rail vehicle with only two carriages. Naturally, the arrangements and methods described above can also be used in vehicles with only one carriage or in vehicles with more than two carriages. Vehicles can also be equipped with more than one arrangement of the described type, and two or more methods of the described type can be carried out independently of one another in parallel.

[0079] In the figures, by way of example, each brake control unit 31 to 34 and each brake unit 21 to 24 is assigned a bogie with two axles. Alternatively, it can be provided that all or individual brake control units or brake units are assigned to only one axle, to bogies with more than two axles, and / or to two or more bogie-independent axles; it can also be provided that all or individual brake control units or brake units are assigned to axles across all carriages or across all train sections.

[0080] Finally, it should be mentioned that the features of all embodiments described above can be combined with each other in any way to form further other embodiments of the invention.

[0081] All features of subclaims can also be combined individually with each of the subordinate claims, either individually or in any combination with one or more other subclaims, in order to obtain further embodiments.

[0082] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included. List of reference symbols 10 rail vehicles 11 cars 12 cars 21-24 Brake unit 31-34 Brake control unit 40 Central facility 41 Power supply switch 42 power supply switches 51-54 Deactivation device 60 sensors 100 locking device 101 Normally closed contact 102 Normally closed contact 103 Normally open contact 104 Adjustment device 110 Shutdown unit 120 trip unit 200 voltage sensor A1 first connection contact A2 second connection contact ABS shutdown request signal AF shutdown request AS trigger signal B1-B3 arrow EV1 first power supply connection EV2 second power supply connection FS release signal K1 first cascade connection P1 first potential P2 second potential R1 first series connection R2 second series connection SS1 sensor signal SS2 sensor signal U supply voltage W1 first forwarding connection W2 second forwarding connection WS warning signal X1 first external supply connection X2 second external supply connection

Claims

[1] Arrangement - with at least two brake units (21-24), - with an associated switch-off unit (110) for each of the at least two brake units (21-24), wherein each switch-off unit (110) allows braking operation of the respectively associated brake unit (21-24) in a passive position and prevents braking operation of the respectively associated brake unit (21-24) in a deactivation position, and - with an associated brake control unit (31-34) for each of the at least two brake units (21-24) for controlling the braking operation of the respectively associated brake unit (21-24), characterized by that a central device (40) of the arrangement is designed to - to check, in response to a shutdown request (AF) from one of the brake control units (31-34), whether shutdown of the brake unit (21-24) affected by the shutdown request (AF) is permissible, and - if the shutdown is permissible, to send back an enable signal (FS) for switching off the brake unit (21-24) affected by the shutdown request (AF) to the brake control unit (31-34) that made the shutdown request (AF). [2] Arrangement according to claim 1, characterized by that the central device (40) is designed to provide, in the event that the shutdown is permissible, shutdown energy which energetically enables the braking unit (21-24) affected by the shutdown request (AF) to be switched off. [3] Arrangement according to claim 1 or 2, characterized bythat at least one of the at least two brake control units (31-34) is designed to check the need to switch off its own brake unit (21-24) and, if the need to switch off is detected, to send a switch-off request (AF) relating to its own brake unit (21-24) to the central device (40) and to further process an enable signal (FS) possibly subsequently received from the central device (40). [4] Arrangement according to claim 3, characterized by that the further processing of the release signal (FS) received from the central device (40) comprises checking whether, at the time of receipt of the release signal (FS), the need to switch off the own brake unit (21-24) still exists, and if the need still exists, the brake control unit (31-34) triggers the switch-off and otherwise refrains from switching off. [5] Arrangement according to one of the preceding claims, characterized by that said at least one or another of the at least two brake control units (31-34) is designed to detect the need to switch off another brake unit (21-24) and, in the event of a detected need to switch off, to send a switch-off request (AF) relating to the other brake unit (21-24) to the central device (40) and to further process an enable signal (FS) relating to the other brake unit (21-24) which may then be received from the central device (40). [6] Arrangement according to claim 5, characterized by , that - the at least one brake control unit (31-34) is designed to detect the need to switch off the other brake unit (21-24) on the basis of a switch-off request signal (ABS) sent by the other brake unit (21-24) and, if the switch-off request signal (ABS) is present, to send the switch-off request (AF) relating to the other brake unit (21-24) to the central device (40). [7] Arrangement according to one of the preceding claims 5 to 6, characterized by that the at least one brake control unit (31-34) is designed to detect the need to switch off the other brake unit (21-24) based on an evaluation of a sensor signal from a sensor monitoring the other brake unit (21-24). [8] Arrangement according to one of the preceding claims 5 to 7, characterized bythat the further processing of the release signal (FS) received from the central device (40) and relating to the other brake unit (21-24) includes the switching off of the other brake unit (21-24). [9] Arrangement according to one of the preceding claims 5 to 8, characterized by that the further processing of the release signal (FS) received from the central device (40) comprises checking whether, at the time of receipt of the release signal (FS), the need to switch off the other brake unit (21-24) still exists, and if the need still exists, the brake control unit (31-34) triggers the switching off of the other brake unit (21-24) and otherwise refrains from switching off. [10] Arrangement according to one of the preceding claims, characterized bythat the central device (40) is designed such that, after receiving a switch-off request (AF), it checks whether a brake unit (21-24) other than the brake unit (21-24) affected by the switch-off request (AF) has already been switched off. [11] Arrangement according to claim 10, characterized by that the central device (40) is designed in such a way that, in the event that a brake unit (21-24) other than the brake unit (21-24) affected by the switch-off request (AF) has already been switched off, it considers a switch-off of the brake unit (21-24) affected by the switch-off request (AF) to be inadmissible and does not send back an enable signal (FS) to the brake control unit (31-34) that sent the switch-off request (AF). [12] Arrangement according to claim 10, characterized by that the central device (40) is designed in such a way that it - in the event that a brake unit (21-24) other than the brake unit (21-24) affected by the switch-off request (AF) has already been switched off, checks whether switching off the brake unit (21-24) affected by the switch-off request (AF) has a higher priority than maintaining the switch-off state of the brake unit (21-24) that has already been switched off, according to a predetermined prioritization specification, and - in the case of a higher priority, triggers a re-switching on of the switched-off brake unit (21-24) and then sends back the enable signal (FS) for switching off the brake unit (21-24) affected by the switch-off request (AF) to the brake control unit (31-34) that made the switch-off request (AF). [13] Arrangement according to one of the preceding claims, characterized bythat each of the shutdown units (110) is assigned a locking device (100) which, when the shutdown unit (110) is activated, prevents activation of all other shutdown units (110). [14] Arrangement according to claim 13, characterized by that the shutdown unit (110) and the locking device (100) are components of a deactivation device (51-54) comprising: - a first connection contact (A1) for connection to a first electrical potential (P1), - a second connection contact (A2) for connection to a second electrical potential (P2), - a first forwarding connection (W1), to which a first connection contact (A1) of a deactivation device (51-54) arranged downstream of the first potential (P1) can be connected in order to forward the first electrical potential (P1) applied to the first connection contact (A1), and - a second forwarding connection (W2), to which a second connection contact (A2) of a deactivation device (51-54) arranged downstream of the second potential (P2) can be connected in order to forward the second electrical potential (P2) present at the second connection contact (A2). [15] Method for operating an arrangement, in particular an arrangement according to one of the preceding claims, wherein the arrangement is equipped - with at least two brake units (21-24), - with an associated switch-off unit (110) for each of the at least two brake units (21-24), wherein each switch-off unit (110) allows braking operation of the respectively associated brake unit (21-24) in a passive position and prevents braking operation of the respectively associated brake unit (21-24) in a deactivation position, and - with a brake control unit (31-34) for each of the at least two brake units (21-24) for controlling the braking operation of the respectively assigned brake unit (21-24), characterized by that a central device (40) of the arrangement - in response to a shutdown request (AF) from one of the brake control units (31-34), checks whether shutdown of the brake unit (21-24) affected by the shutdown request (AF) is permissible, and - in the event that the shutdown is permissible, provides shutdown energy that energetically enables the braking unit (21-24) affected by the shutdown request (AF) to be switched off, and sends back an enable signal (FS) for switching off the braking unit (21-24) affected by the shutdown request (AF) to the braking control unit (31-34) that made the shutdown request (AF).

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