Control system for automated or motorized parking and holding brakes of rail vehicles, in particular freight trains and freight wagons and rail vehicles

Abstract

A control system (100) for automated or motorized parking and holding brakes (20) of rail vehicles (31, 32), in particular freight trains (30) and freight wagons, wherein the parking and holding brakes (20) of the rail vehicles (31, 32) have an electric motor (23), comprises the associated parking and holding brakes (20) of the entire train (30) with their control units (101) and a central control unit (102). A rail vehicle with a parking and holding brake (20) motorized by an electric motor (23), which has a control unit (101) for the electric motor (23), and a train (30) with the control system (100) are provided.

Description

[0001] The invention relates to a control system for automated or motorized parking and locking brakes of rail vehicles, in particular freight trains and freight wagons, according to the preamble of claim 1.

[0002] The invention also relates to a rail vehicle.

[0003] The term "rail vehicle" shall be understood to mean the following in the following: freight wagons, passenger wagons, coaches, special vehicles (e.g. track maintenance vehicles, track construction wagons, crane wagons, measuring wagons, etc.), locomotives, multiple units, etc.

[0004] The term "train" is to be understood in accordance with Section 34 of the Railway Construction and Operating Regulations (EBO) as follows: Definition, type and length of trains: “(1) Trains are units consisting of standard vehicles, moving by mechanical power and individually moving locomotives, which pass onto the open track. Suitable auxiliary vehicles may be treated as trains or included in trains.”

[0005] The digital freight train (DFT) plays a significant role in advancing digitalization and automation in rail transport.

[0006] There is still a particular need for improvement in the area of ​​freight transport, as the assembly and operation of freight wagons currently require considerable personnel resources and a lot of time.

[0007] For example, when separating a freight train, if two wagons are to be uncoupled, the parking brake of each wagon must first be applied. Then, a person must position themselves between the side buffers of the coupled wagons and release the coupling chain. Additionally, brake lines and possibly other lines must be disconnected from their plug connections.

[0008] Wheel chocks can also be used to secure the wagons; these must be placed on the track for each wagon.

[0009] The release of the parking brakes and the removal of the wheel chocks must be documented; it can be forgotten.

[0010] The coupling process for the carriages is reversed and therefore time-consuming.

[0011] Process automation using digital freight wagons and the associated automation of procedures can make the assembly and separation of freight trains much more efficient, flexible, and cost-effective. This ultimately offers numerous advantages for both the operator and the end customer. In this context, the Digital Automatic Coupler (DAK) should also be mentioned, which enables the connection of electrical consumers, control units, operating devices, and other components through additional electrical control and power lines.

[0012] Furthermore, the use of additional digital interfaces enables new functionalities with regard to diagnosis, maintenance and repair (keyword: Condition-Based / Predictive Maintenance).

[0013] In accordance with current technology, some freight wagons in operation today are equipped with a handbrake in addition to the service brake. The handbrake is used for manually operating the parking and holding brakes. Current parking brakes in freight rail transport are designed to be operated purely manually or mechanically, for example via a handwheel on the side of the wagon or via a crank in the driver's cab.

[0014] Automatic or motorized parking brakes are currently known on locomotives, especially in the USA, where a handwheel as in Fig. 1 can be operated both manually and via an electric motor with several gear stages.

[0015] The following patents are among those mentioned: US 2019 023 291 A1, US 2013 068 570 A1, US 2007 131 497 A1, US 2015 142 284 A1, US 2016 200 296 A1.

[0016] Fig. Figure 1 shows a schematic block diagram of an electronic control device 1 for a motorized parking brake of a locomotive according to the state of the art.

[0017] This is a control scheme for a motorized parking brake for locomotives, which is described in document US 2019 023 291 A1 (“LOCOMOTIVE PARKING BRAKE”).

[0018] The electronic control device 1 for an electric motor 2, in particular a DC motor of the parking / holding brake, comprises a motor power switch 2a and a motor controller 2b for the electric motor 2, a control device 3 for applying the parking / holding brake by the electric motor 2, another control device 4 for releasing the parking / holding brake also by the electric motor 2, a logic unit 5 with a control device interface 6 and an enable block 7, a control device 8, e.g. a microcomputer / microprocessor, for controlling the logic unit 5 and a direction of rotation of the electric motor 2 via a direction-of-rotation connection 8a to the motor controller 2b.

[0019] The electric motor 2 is operatively connected to the parking / holding brake, e.g. via a suitable gearbox.

[0020] The logic unit 5 is programmable and transmits the activation and deactivation signals from the control devices 3 and 4 to the control unit 8, which accordingly sends the respective direction of rotation of the electric motor 2 and an activation or deactivation signal to the motor circuit breaker 2a / motor controller 2b. The logic unit 5 releases the motor circuit breaker 2a and the motor controller 2b via an activation path 5a.

[0021] Limit switches, not shown but easily imaginable, detect a fully applied position of the parking / holding brake as well as a fully released position and supply corresponding status signals 9 (applied brake) and 9a (released brake) to the control unit 8. The control unit has a further input for a fault status signal 9b. In the event of a fault, the control unit 8 acts accordingly on the motor circuit breaker 2a, the motor control 2b and / or the logic unit 5.

[0022] In Fig. Figure 2 shows a schematic flowchart in block representation of a control method 10 of an electric motor 2 of a central buffer coupling according to the state of the art.

[0023] The center buffer coupling is also known as the Digital Automatic Coupling (DAK). The procedure for controlling the electric motor 2 of the DAK is described in detail in document DE 10 2022 122 655 A1.

[0024] The control system for the uncoupling process is shown schematically in Fig. Figure 2 shows an electric motor 2 (a direct current motor or DC motor) used as the main drive for uncoupling the DAK. A motor brake 16 flanged to the electric motor 2 locks the drive unit when holding a position, such as in a buffer position. In addition, a gear stage of a gearbox 17 and a ball screw drive for linear motion are also present. Together with two mechanical limit switches for the start and end positions, this electromechanical drive unit is installed in each coupling head.

[0025] The control is carried out as follows. An input signal 11 switches on a supply voltage 19 via a switching element 20 (main switch) for the entire control of the electric motor 2. A further input signal 11a initiates a disengagement process of the DAK by first releasing a motor brake 16 via a motor brake controller 15. A corresponding path is activated by an electrically controlled switch 12a and a binary signal (e.g., +5 VDC) from logic elements 14 (AND) and 14a (NOT).

[0026] After the motor brake 16 has been released, the electric motor 2 is switched on in a first direction of rotation after a time delay 13 and performs an actuation of the DAK via a gearbox 17.

[0027] The delayed activation of the electric motor 2 ensures that the motor brake 16 is already open. Here, too, the electrical power flow is enabled via one or more switching elements 12a, so that the electric motor 2 can rotate immediately.

[0028] During the decoupling process, the maximum speed of the electric motor 2 is required, which is why a maximum supply voltage 19a is applied to the electric motor 2 (either via an adjustable voltage source or via PWM).

[0029] The rotation of the electric motor 2 ends when a limit switch 18 is activated. Then the motor brake 16 is engaged again and, after a time delay 13, the electric motor 2 is switched off.

[0030] When electric motor 2 is switched to reverse rotation, it returns to its initial position until another limit switch is activated, which detects the initial position. The motor brake 16 is then re-engaged, and electric motor 2 is switched off.

[0031] The object of the invention is therefore to provide a control system for automated or motorized parking and locking brakes of rail vehicles, in particular freight trains and freight wagons, whereby the aforementioned disadvantages are eliminated or at least significantly reduced and a practical, reliable and also cost-effective solution is created.

[0032] Another task is to create a rail vehicle with such a control system.

[0033] The problem is solved by the subject matter of claim 1.

[0034] The remaining tasks are solved by the subject matter of claims 16 and 18.

[0035] One inventive idea is to remotely control motorized parking / holding brakes of rail vehicles of a train, whereby the parking / holding brakes can be actuated both on the rail vehicle and in a higher-level manner.

[0036] An inventive control system for automated or motorized parking and holding brakes of rail vehicles, in particular freight trains and freight wagons, wherein the parking and holding brakes of the rail vehicles have an electric motor, comprises the associated parking and holding brakes of the entire train with their control units and a central control unit.

[0037] A particular advantage is that this method allows freight trains to be assembled much more efficiently, flexibly, and cost-effectively. This offers only benefits for both the operator and the end customer.

[0038] A centralized operation of the parking and locking brakes of a freight train can be advantageously performed by the train driver in the locomotive, saving time and operating them centrally. No additional personnel are required.

[0039] A rail vehicle according to the invention, in particular a freight wagon, comprises a parking and holding brake motorized by an electric motor, which includes a control unit for the electric motor. The control unit has interfaces for connecting power supplies, command devices, and signaling devices, wherein the interfaces for connecting command devices and signaling devices are designed for communication with the higher-level central control unit.

[0040] One advantage of this design is that the motorized parking and locking brake of the rail vehicle can easily communicate and be operated with the higher-level central control unit, both in a train alone and with other carriages.

[0041] A train according to the invention, in particular a freight train, comprises at least two rail vehicles, in particular freight wagons, and includes the control system for automated or motorized parking and handbrakes described above.

[0042] In this way, the advantage of automated and centrally operated parking and locking brakes for the entire train is achieved in a time- and cost-saving manner.

[0043] Advantageous embodiments of the invention are the subject of the dependent claims.

[0044] One design involves the central control unit being connected, either wired or wirelessly, to the control units of the associated parking and locking brakes and controlling them remotely. This is highly advantageous, as it not only saves time and money but also provides a central overview of the parking and locking brakes of the entire train.

[0045] In another embodiment, it is advantageous that the central control unit is connected to an operating unit and a signaling unit, wherein the operating unit has command devices for applying and releasing the parking and holding brakes of the entire train, and wherein the signaling unit centrally displays and / or reports the operating states of a respective parking and holding brake of the train.

[0046] In another version, the central control unit controls all or selected control units of each parking and locking brake in every car of the entire train. Because this can be done centrally, the advantage lies in a comprehensive overview and time savings.

[0047] It is advantageous if the electric motor of each parking and locking brake is designed as a direct current motor (DC motor), since such components are available in high quality and a wide variety at low cost.

[0048] Another design provides for the rail vehicles to have their own on-board control unit and / or signaling unit for the respective control unit of the associated parking and locking brakes. This is advantageous because it allows personnel on-site at the freight wagons to also operate the parking and locking brakes.

[0049] If this vehicle-side operating unit and / or signaling unit of the respective control unit of the associated parking and locking brake is / are accessible from the outside of the vehicle, a time advantage results, as the operating and signaling elements are centrally accessible without tools.

[0050] Another design provides that the respective control unit of the associated parking and locking brake includes a motor controller for the electric motor and interfaces for connecting power supplies, command devices, and signaling devices. This results in a compact control unit requiring minimal space. This can be advantageously implemented, for example, using a suitable printed circuit board (PCB).

[0051] In a further embodiment, the interfaces for connecting command and signaling devices are designed for communication with the central control unit. This creates an advantageously simple design with easy connection options.

[0052] One design provides that the respective control unit of the associated parking and handbrake detects at least one service brake status of each car in the entire train and transmits this information to the central control unit. This is advantageous because it prevents a situation where, when the handbrake or parking and handbrake is applied and the service brake has been previously applied and then released, a combined force acts on the handbrake actuator, and thus prevents the hand force of an operator / shunter from being sufficient to release the handbrake.

[0053] In a further development, the operating brake state is defined as the C-pressure of a respective control valve, which the control unit detects via at least one pressure sensor and / or with sensors on the control valve itself. An advantage of this is that the C-pressure is an existing value that can be easily acquired, for example, via pressure sensors or sensors with a contact switch on the control valve. It is particularly advantageous if a pressure sensor already integrated into the control valve can be used, as no additional installation is required in this case.

[0054] If, in a further embodiment, a state of the service brake is a stroke of a handbrake actuator of the parking and handbrake, which the respective control unit detects via at least one displacement sensor and / or a rotation sensor of the electric motor of the parking and handbrake, the advantage of simple direct displacement detection or advantageous indirect detection via the rotation sensor of the electric motor, which is already present in many cases, results.

[0055] In another embodiment, the state of the service brake is defined as a force or strain in a brake linkage of the service brake, which the respective control unit detects via at least one force sensor, e.g., a strain gauge, at one or more positions of the brake linkage. The advantage here is that the clamping force of the service brake can be measured precisely.

[0056] Recording condition data offers further advantages. For example, the data could be used for automated brake testing. Furthermore, failures of the respective service brake or a decrease in the braking system's efficiency could be detected.

[0057] Furthermore, it is advantageous to determine whether the respective service brake is applied and, if so, with what clamping force. The C-pressure, and thus the service brake force, depends on the load condition of freight wagons. This means that the aforementioned methods can detect not only the position of the service brake but also the load condition. This allows, firstly, the precise adjustment of the respective parking brake force via the control system and the respective control unit. Secondly, information about the load condition can be available without a separate measurement, which can then be further processed.

[0058] In another embodiment, the motor control unit includes a measuring device that detects the motor current of the electric motor. An evaluation of this motor current determines the end positions of the parking and locking brakes via the torque of the electric motor or the force applied. This can be advantageously implemented simply, with minimal space requirements, using inexpensive components such as electrical resistors, and with high precision.

[0059] One design involves powering the control unit via a rechargeable battery and / or a separate power supply. An advantage of this is its simpler construction.

[0060] One design of the rail vehicle provides that the rail vehicle has a car-side control unit and / or signaling unit for the control unit of the associated parking and holding brake, wherein the car-side control unit and / or signaling unit are accessible from the outside of the car. This is advantageous due to simple operation and a quick overview of the displayed operating states of the parking and holding brake, especially in the case of a single car.

[0061] The invention also offers the following advantages: - Activation of the parking brake on freight wagons and trains. - Remote control operation of the parking brakes. - Simple architecture and implementation on a single electronic circuit board are possible (important with regard to cost and installation space). - Safety precautions (separate shutdown of the engine control unit) are taken into account. - Works with discrete interfaces or binary signals (therefore no high SIL (Safety Integrity Level) requirements are necessary). - Extensions with regard to condition-based maintenance or predictive maintenance are conceivable.

[0062] An embodiment of the invention is described below with reference to the accompanying drawings. The invention is not limited to this embodiment. In particular, individual features of the following embodiment can be used not only in this embodiment but also in other embodiments. The drawings show: Fig. 1 a schematic block diagram of an electronic control device for a motorized parking brake of a locomotive according to the state of the art; Fig. 2 a schematic flowchart in block representation of a method for controlling a central buffer coupling according to the state of the art; Fig. 3 a schematic view of a train of rail vehicles with a control system according to the invention for motorized parking and holding brakes for rail vehicles; Fig. 4 A schematic block diagram of an exemplary control unit for a motorized parking and holding brake of a rail vehicle according to Fig. 3; Fig. 5 a schematic circuit diagram of an exemplary motor driver of the electric motor of the motorized parking and holding brake according to Fig. 4; and Fig. 6 A schematic view of a railway vehicle brake, in particular a freight wagon brake, with brake linkage and detection units.

[0063] Fig. 1-2 have already been described above.

[0064] Fig. Figure 3 shows a schematic view of a train 30 of rail vehicles 31, 32 with a control system 100 according to the invention for motorized parking and holding brakes 20 for rail vehicles 31, 32.

[0065] Train 30 is a freight train and includes, by way of example, two rail vehicles 31 and 32, which have wheels 33 and are coupled together via a coupling 41. The coupling 41 can, for example, be a center buffer coupling. It is conceivable that the coupling 41 is designed as a digital automatic coupling and has coupling devices for transmitting electrical power and / or signals. The first rail vehicle 31 is a locomotive, while the second rail vehicle 32 is a freight wagon.

[0066] The first rail vehicle 31, a locomotive, is equipped here with a brake control 40 for the service brake of the train 30.

[0067] Each rail vehicle 31, 32 of the train 30 is equipped with a parking and holding brake 20 with a respective control unit 101.

[0068] Furthermore, the first rail vehicle 31, as a locomotive, has a central control unit 102 for the parking and holding brakes 20 of the entire train 30.

[0069] The control system 100 according to the invention for motorized parking and holding brakes 20 for rail vehicles 31, 32 comprises the control units 101 of a respective parking and holding brake 20, the associated parking and holding brakes 20 of the entire train 30 and a central control unit 102 in the first rail vehicle 31, i.e. in the locomotive.

[0070] Each parking and locking brake 20 has a manual actuation unit 21 with a locking gear 22, an electric motor 23 with a drive gear 24 and a motor control 25.

[0071] The manual operating unit 21 is shown here as a handwheel. It can, of course, also be designed differently, e.g. as a hand crank or the like.

[0072] In this example, the central control unit 102 is equipped with an operating unit 26 and a signaling unit 27. The operating unit 26 has control devices, e.g., pushbuttons, for applying and releasing the parking and handbrakes 20 of the entire train. The signaling unit 27 uses suitable visual and / or acoustic indicators to report whether the parking and handbrakes 20 are applied or released. Error messages can also be displayed on the signaling unit 27. Suitable software may be available for the precise identification and location of errors.

[0073] The central control unit 102 allows access to each control unit 101 of each parking and locking brake 20 of each car of the entire train 30. In other words, the control units 101, and thus each parking and locking brake 20, can be remotely controlled by the central control unit 102.

[0074] The central control unit 102 is, for example, electrically connected to the control units 101 via cables or data lines over a transmission line 42 between the rail vehicles 31 and 32. It is also conceivable that the transmission line 42 is wireless, with a connection between the central control unit 102 and the control units 101 of the train 30 established via a radio link and / or infrared link. This can also be possible in addition to a wired transmission line 42 to provide a certain degree of redundancy.

[0075] The rail vehicles 31, 32, and any further (not shown, but easily imaginable) rail vehicles can each be equipped with their own car-side control unit 26 with a signaling unit 27, enabling the parking and locking brakes of 20 individual cars to be operated and / or released separately on site. For this purpose, the control units 26 and signaling units 27 can be accessible from the outside of the cars of train 30. This also applies to the first rail vehicle 31, which in this case is a locomotive.

[0076] The motorized parking and locking brake 20 with the so-called electric handwheel 21 also allows the use of a DC motor as an electric motor 23, paired with a suitable gear ratio for the drive gearbox 24, to generate the required torque for applying and releasing the parking and locking brake 20. A motor brake is not necessary due to the self-locking mechanism of the underlying system, which also eliminates the need for timing sequences (e.g., a 30 ms delay in motor control due to opening / closing the motor brake). However, it is still possible to include a motor brake 16 for safety reasons.

[0077] Fig. Figure 4 shows a schematic block diagram of an exemplary control unit 101 for a motorized parking and holding brake 20 of a rail vehicle 31, 32. Fig. 3 dar.

[0078] This exemplary control unit 101 shows a control variant for an electric handwheel for locomotives (“LPB” - Locomotive Parking Brake), which can be largely adapted for the electric handwheel of the motorized parking and holding brake 20 of a rail vehicle 31, 32 for freight wagons. The same requirements apply, particularly with regard to the interfaces to the user and / or to a higher-level system. This higher-level system can, for example, be the central control unit 102 in the first rail vehicle 31, namely the locomotive.

[0079] An energy supply 50, e.g. a rechargeable battery, provides an electrical supply voltage of 20 to 135 VDC, which provides a motor voltage for the electric motor 23 via a power supply conditioning unit 50a and an operating voltage for the motor control unit 25 via an isolated supply interface 51, 51a with voltage converter.

[0080] The motor voltage is supplied via a power line 50b through a power contact 23b of a circuit breaker 23a to a motor driver 25c, to which the electric motor 23 is connected. The motor driver 25c is used in conjunction with Fig. 5 explained in more detail.

[0081] A processor or microcontroller as a control unit 25a regulates the entire control logic as well as the communication via interfaces to command devices and signaling devices 70, 70a, 70b and 70c, which are explained in more detail below, and forwards, among other things, the commands of the command devices 60, 60a via an input interface 60b, 60c to the motor control 25.

[0082] The control devices 60, 60a can also (additionally) be arranged in the vehicle-side control unit 26 as a command input for the personnel on the side of the vehicle.

[0083] In this example, the control device 60 is an electromechanical push button for applying the parking and locking brake 20 by means of the electric motor 23. This switches on the electric motor 23 in a first direction of rotation, it rotates in the application direction and applies the parking and locking brake 20 until the operating state "parking brake applied" is signaled by limit switches or other sensors.

[0084] This command to apply the parking and holding brake 20 can also be entered via a (binary) control signal, e.g. from the central control unit 102 in the first rail vehicle 31.

[0085] For releasing the parking and locking brake 20 by means of the electric motor 23, an electromechanical push button is also provided as a control device 60a in this example.

[0086] In this case, the electric motor 23 is switched on in a second direction of rotation, rotates in the release direction and releases the parking and locking brake 20 until the operating state “parking brake completely released” is signaled by limit switches or other sensors.

[0087] This command to release the parking and locking brake 20 can also be issued via a (binary) control signal, e.g. from the central control unit 102 in the first rail vehicle 31.

[0088] In this example, the signaling devices 70, 70a, 70b, and 70c are connected to the control unit 25a of the motor control 25 via output interfaces 71 and 72 and are implemented, for example, as LEDs. The signals for the signaling devices 70, 70a, 70b, and 70c can also be displayed to personnel at the signaling unit 27 on the side of the carriage. It is also possible for these signals to be forwarded as binary status signals to the central control unit 102 in the first rail vehicle 31.

[0089] These signals can, for example, also be displayed on a screen or together with the command devices 60, 60a on a touchscreen, whereby the command devices 60, 60a can be touch-sensitive areas on the touchscreen with appropriate labeling.

[0090] The first signaling device 70 indicates the status of the actuator or electric motor 23 of the parking and locking brake 20. This allows, for example, the signaling of correct functionality or an internal fault.

[0091] An applied parking and locking brake 20 is indicated as brake status “Applied” by the second signaling device 70a.

[0092] The brake status “Released parking brake” is indicated by the third signaling device 70b.

[0093] The fourth alarm device 70c is activated when the parking and locking brake 20 is in the operating state “not fully released”.

[0094] The motor control 25 of the electric motor 23 is divided into several modules in addition to the control unit 25a (direction control block 25b, control logic 23c, motor power switch 23a, and motor driver 25c, to which the electric motor 23 is connected), whereby the tasks of the direction control block 25b and the control logic 23c can also be taken over by the microcontroller, i.e., by the control unit 25a (among other things, PWM generation, controlling the H-bridge of the motor driver 25c, switching off the main supply via motor power switches 23a, 23b, signals from limit switches 23d, 23e and current sensor(s) (see Fig. 5) evaluate, as well as logical connections).

[0095] The motor power switch 23a with its power contact 23b disconnects the main supply path (power lines 50b and 50c) for the motor control (motor driver 25c) and thus for the electric motor 23, without having to de-energize the control unit 25a (microcontroller). This is very advantageous for safety reasons.

[0096] Furthermore, the control unit 25a of the motor control unit 25 is connected to an interface 80, via which software (e.g. updates for programs of the control unit 25a) can be installed into the system.

[0097] The interfaces 60, 70, 80, the motor power switch 23a, the limit switches 23d, 23e and the direction of rotation block 25b for setting the direction of rotation of the electric motor 23 are galvanically isolated from the outside or high voltage side by a common insulation 90 as the low voltage side.

[0098] In this way, all control components (microcontrollers, logic modules) are galvanically isolated from other components that may operate at higher voltages, since the entire circuit can be implemented on a single printed circuit board (PCB). Suitable isolators for the control component's power supply and interfaces include standard components such as optocouplers and digital isolators (ADUM, etc.).

[0099] Fig. Figure 5 shows a schematic circuit diagram of an exemplary motor driver 25c of the electric motor 23 of the motorized parking and holding brake 20 according to Fig. 4.

[0100] To control the electric motor 23, the motor driver 25c has a control bridge 25d in the form of a so-called H-bridge, which consists of four power semiconductors Q1, Q2, Q3, Q4 (here MOSFET transistors). The H-bridge is connected to the supply voltage V via a measuring device 25e in the form of a resistor. DC The H-bridge is connected to two power semiconductors, Q1 and Q2 ("high side"), at the supply voltage V. DC and two power semiconductors Q3 and Q4 (“low side”) connected to ground.

[0101] The leads of the electric motor 23, which is a direct current motor (DC motor) here, are shown in this circuit diagram. Fig. 5 connected to two nodes A and B of the H-bridge.

[0102] In one direction, e.g., forward direction, the two power semiconductors Q1 and Q4 are switched on by means of a PWM signal, which is applied to the respective gate contact G1 of Q1 and G4 of Q4 via a respective series resistor R1, R4 (Q2 and Q3 are not driven), thereby increasing the current flow from the supply voltage V DC The current flows through measuring device 102, Q1, electric motor 23, and Q4 to ground. Electric motor 23 rotates in this direction. The respective PWM signal is represented by symbolic square waves and is generated, for example, in control unit 25a.

[0103] For the inverse direction of rotation, Q2 and Q3 must be activated via their gate contacts G2 and G3 (series resistors R2, R3) using the PWM signal in order to open the current flow path via the supply voltage V DC through the measuring device 25e, Q2, the motor 10 and Q3 to ground, while Q1 and Q4 are locked.

[0104] Using the measuring device 25e, it is possible to measure the current of the electric motor 23 and to monitor it using suitable means of the control device 25a.

[0105] Other measuring devices are also possible for measuring the motor current, e.g. via inductive current sensing units.

[0106] Since the electric motor 23 here forms a single-phase DC motor, initially only a current sensor is used as a measuring device 25e in the supply line of V. DC used at the drain contacts D of the power semiconductors Q1 and Q2.

[0107] In one embodiment, not shown but easily imaginable, the limit switch 23d for the application position of the parking brake 20 is used, for example, by the resistance of the measuring device 25d as a current sensor. As explained above, the measuring device 25d is used to monitor the motor current of the electric motor 23 in the motor driver 25c. Since the motor current is linearly proportional to the applied torque, the required maximum torque at the electric motor 23, which should occur when the parking brake is engaged, can be detected via the current measurement. Thus, the end position of the parking brake 20 can be determined via the torque of the electric motor 23 or the force applied for this purpose.

[0108] Furthermore, it also determines whether the parking brake is "securely released". Nevertheless, the initial point sensor must still be present.

[0109] A further extension involves the use of an angle encoder, e.g., also with a revolution counter, to detect the end position of the parking and locking brake 20 by means of the number of revolutions, e.g., of the shaft of the electric motor 23. This angle encoder is not shown, but easily imagined, and is operatively connected to the shaft of the electric motor 23 or to its drive gearbox 24.

[0110] Furthermore, an additional angle sensor, paired with the current sensor of the measuring device 25e of the motor driver 25c described above and the initial point sensor, enables further condition monitoring possibilities, including for the brake mechanism (e.g., stiffness due to rust and / or icing). This creates a possibility for so-called condition-based maintenance or predictive maintenance.

[0111] In Fig.Figure 6 shows a schematic view of a railway vehicle brake 300, in particular a freight wagon brake, with brake linkage 330, 331 and detection units 200-205 for different sizes.

[0112] The rail vehicle brake 300 has a brake linkage 330 with a wheel brake linkage 331 and a brake cylinder 310 and is coupled to brake blocks 302 of the wheels 33.

[0113] The connection between the brake cylinder 310 and a control valve 320 via a pressure line 321 is shown only schematically. The pressure line 321 is referred to as the C-line and communicates with the pressure chamber of the brake cylinder 310 and with the control valve 320, which is not shown in detail. The control valve 320 is, for example, a so-called KE valve.

[0114] The handbrake is used for the manual operation of the parking and holding brake 20 and comprises two actuators 21 (e.g., handwheels) located on opposite sides of the freight car. The actuators 21 are coupled to a locking mechanism 22 via a gearbox and an actuating shaft 21a. The locking mechanism, in turn, converts the rotary motion of the actuators 21 into a linear motion of an actuating rod 21b, which is connected to the brake linkage 330. In this way, the parking and holding brake 20 is coupled to the rail vehicle brake 300 and can engage and disengage it.

[0115] With these freight wagons, it can happen that when the handbrake is applied, the service brake is already engaged via brake cylinder 310. Since the handbrake and the service brake act on the brake linkage 330, 331, the brake linkage 330, 331 is additionally tensioned by the handbrake force, resulting in a superposition of forces.

[0116] When the service brake is depressurized, i.e., when brake cylinder 310 is vented via control valve 320, the force previously generated by brake cylinder 310 is transferred to the handbrake actuator, i.e., actuating rod 21b, parking gear 22, actuating shaft 21a, and actuator 21. Thus, the total force acts on this handbrake actuator. In this case, it may happen that the operator's / shunter's hand force is insufficient to release the handbrake via the actuator 21.

[0117] To prevent this, the operator / shunter usually only applies the handbrake lightly when the service brake is engaged. . In order to prevent the force superposition on the handbrake in the case of an automated parking brake 20, the control unit 101 of the associated parking and holding brake 20 of the individual rail vehicle 31, 32, in particular freight wagons, must know the state of the service brake of the individual rail vehicle 31, 32.

[0118] In the case of a train 30 consisting of rail vehicles 31, 32, in particular freight wagons, the control system 100, namely the central control unit 102, must know the status of the respective service brake of each rail vehicle 31, 32 of the train 30. For this purpose, the respective control units 101 of each rail vehicle 31, 32 record the status data of the service brake as described below and forward this data to the central control unit 102. It is of course also possible for the status data to be processed and / or handled locally by the respective control unit 101.

[0119] To determine the condition of the service brake, there are various ways to record its condition data, which are described below.

[0120] One possibility is to use existing signals. For example, the status of the service brake can be detected if the information available in the locomotive regarding the position of the brake lever or the pressure of brake cylinder 320 is transmitted to the automated parking brake 20. For this purpose, a separate pressure sensor 200 can be arranged in the pressure line 321 (C-pressure line) in the piping of the respective freight wagon, which measures the C-pressure in the C-pressure line and transmits the value to the brake control 40 and thus to the control system 100.

[0121] To enable automated brake testing on the digital freight wagon, the brake devices (e.g., the control valve 320) are equipped with sensors (e.g., contact switches) to detect the position of the service brake. This signal could then be used by the automated parking brake 20.

[0122] Another way to detect the service brake position during the automated brake test is to measure the C-pressure directly at the control valve 320. For this purpose, the conventional control valve 320, e.g., a KE valve, is retrofitted with an externally mounted pressure sensor 201 or replaced with a newer version with integrated sensors (e.g., pressure sensor 202). This signal could also be used for the automated parking brake 20.

[0123] It is also advisable to measure the stroke of the handbrake, which is explained below.

[0124] As described above, applying the service brake causes the brake linkage 330 to stretch, resulting in a different stroke of the handbrake actuator. If the handbrake stroke always starts from the same point, it is possible (with a constant drive torque) to determine whether the service brake is already applied or not by measuring the total stroke of the handbrake, for example with a position sensor 203 on the actuating rod 21b.

[0125] The stroke measurement of the handbrake can also be carried out, for example, by measuring the motor revolutions with a revolution sensor 204 on the electric motor 23 of the parking and handbrake 20 or on the handbrake gearbox 22.

[0126] Alternatively, the point of force increase can be determined by measuring the stroke and the handbrake force. This also allows identification of whether the service brake is already applied or not. The measurements can be easily taken via the motor revolutions of the rotation sensor 204 on the electric motor 23 and based on the drive torque, i.e., by evaluating the current of the electric motor 23.

[0127] This variant would have the advantage that, thanks to the automatic parking brake 20, no further sensors are needed to detect and determine the position of the service brake, e.g. for the automated brake test.

[0128] Another way to determine the condition of the service brake is to measure force or strain directly in the brake linkage 330 using a force sensor 205, for example, a strain gauge, or even several sensors at different positions along the brake linkage 330. This would have the advantage that the clamping force of the service brake is precisely recorded and can be further processed. This information could, for example, be used for automated brake testing. Furthermore, brake failures or a decrease in the efficiency of the braking system could be detected.

[0129] The methods described above can be used to determine whether the service brake is applied and, if so, with what clamping force. The C-pressure, and therefore the service brake force, depends on the load condition of freight wagons. This means that the methods mentioned above can detect not only the position of the service brake but also the load condition. This allows, firstly, the precise adjustment of the parking brake force using the control system 100 and the respective control unit 101. Secondly, information about the load condition is available without a separate measurement and can be further processed.

[0130] The invention described above offers, among other things, the following advantages. - Operation of the parking or handbrake 20 on freight wagons and trains. - Simple architecture and implementation on a single electronic circuit board are possible (important with regard to cost and installation space). - Safety precautions (separate shutdown of the engine control unit) are taken into account. - Works with discrete interfaces or binary signals (therefore no high SIL (Safety Integrity Level) requirements are necessary). - Extensions with regard to condition-based maintenance or predictive maintenance are conceivable.

[0131] It is conceivable, for example, that the coupling 41 is designed as a digital automatic coupling and has coupling devices for the transmission of electrical power(s) and / or signals, e.g. as transmission line 42.

[0132] The invention is not limited by the embodiment given above, but can be modified within the scope of the claims. Reference symbol list 1 Control unit 2 electric motors 2a Motor power switch 2b Motor control 3, 4 Control device 5 logic units 5a Release path 6 Command device interface 7 Release block 8 Control unit 8a Direction of rotation connection 9, 9a, 9b status signal 10 Control procedures 11, 11a Input signal 12, 12a Switching element 13 Time delay 14 Logic element 15 Engine brake control 16 Engine brake 17 gearboxes 18 limit switches 19, 19a Supply voltage 20 Parking and locking brake 21 Actuating unit 21a Actuating shaft 21b Actuating rod 22 Locking gear 23 Electric motor 23a Motor power switch 23b Performance Contact 23c Control Logic 23d, 23e Limit switches 24 drive gearboxes 25 Engine control 25a Control device 25b Direction of rotation block 25c motor driver 25d control bridge 25e Measuring device 26 Control unit 27 Reporting Unit 30 trains 31, 32 Rail vehicle 33 wheel 40 Brake control 41 Clutch 42 Transmission line 50 Energy supply 50a Supply processing 50b, 50c Power line 51, 51a Supply interface 60, 60a Control device 60b, 60c input interface 70, 70a, 70b, 70c Reporting device 71, 72 Output interface 80 interface 90 Insulation 100 control system 101 Control unit 102 Central control unit 200, 201, 202 Pressure sensor 203 Displacement sensor 204 Rotation sensor 205 Force sensor 300 rail vehicle brake 302 Brake pad 310 brake cylinders 320 Control valve 321 C pressure line 330, 331 Brake linkage G1, G2, G3, G4 control connection R1, R2, R3, R4 Resistor Q1, Q2, Q3, Power semiconductors V DC Motor voltage QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 2019 023 291 A1 [0015, 0017] US 2013 068 570 A1

[0015] US 2007 131 497 A1

[0015] US 2015 142 284 A1

[0015] US 2016 200 296 A1

[0015] DE 10 2022 122 655 A1

[0023]

Claims

Control system (100) for automated or motorized parking and holding brakes (20) of rail vehicles (31, 32), in particular freight trains (30) and freight wagons, wherein the parking and holding brakes (20) of the rail vehicles (31, 32) have an electric motor (23), characterized in that the control system (100) comprises the associated parking and holding brakes (20) of the entire train (30) with their control units (101) and a central control unit (102). Control system (100) according to claim 1, characterized in that the central control unit (102) is connected wired and / or wirelessly to the control units (101) of the associated parking and locking brakes (20) and controls them remotely. Control system (100) according to claim 2, characterized in that the central control unit (102) is connected to an operating unit (26) and a signaling unit (27), wherein the operating unit (26) has command devices for applying and releasing the parking and holding brakes (20) of the entire train (30), and wherein the signaling unit (27) centrally displays and / or reports operating states of a respective parking and holding brake (20) of the train (30). Control system (100) according to claim 3, characterized in that the central control unit (102) controls all or selected control units (101) of each parking and holding brake (20) of each car of the entire train (30). Control system (100) according to one of the preceding claims, characterized in that the electric motor (23) of each parking and holding brake (20) is designed as a direct current motor (DC motor). Control system (100) according to one of the preceding claims, characterized in that the rail vehicles (31, 32) have their own car-side operating unit (26) and / or signaling unit (27) of the respective control unit (101) of the associated parking and holding brake (20). Control system (100) according to claim 6, characterized in that the vehicle's own operating unit (26) and / or signaling unit (27) of the respective control unit (101) of the associated parking and holding brake (20) is / are accessible from the outside of the vehicle. Control system (100) according to one of the preceding claims, characterized in that the respective control unit (101) of the associated parking and locking brake (20) has a motor control (25) for the electric motor (23) and interfaces (51, 51a; 60b, 60c; 71, 72) for connecting power supply, control devices (60, 60a) and signaling devices (70, 70a, 70b, 70c). Control system (100) according to claim 8, characterized in that the interfaces (60b, 60c; 71, 72) are designed for connecting command devices (60, 60a) and signaling devices (70, 70a, 70b, 70c) for communication with the central control unit (102). Control system (100) according to claim 8 or 9, characterized in that the respective control unit (101) of the associated parking and holding brake (20) detects at least one state of a service brake of each car of the entire train (30) and forwards it to the central control unit (102). Control system (100) according to claim 10, characterized in that a state of the service brake is the C-pressure of a respective control valve (320), which the respective control unit (101) detects via at least one pressure sensor (200, 201, 202) and / or with a sensor of the control valve (320). Control system (100) according to claim 10 or 11, characterized in that a state of the service brake is a stroke of a handbrake actuator of the parking and handbrake (20), which the respective control unit (101) detects via at least one displacement sensor (203) and / or a rotation sensor (204) of the electric motor (23) of the parking and handbrake (20). Control system (100) according to one of claims 10 to 12, characterized in that a state of the service brake is a force or strain in a brake linkage (330) of the service brake, which the respective control unit (101) detects via at least one force sensor (205), e.g. a strain gauge, at one position or different positions of the brake linkage (330). Control system (100) according to one of claims 8 to 13, characterized in that the motor control (25) of the control unit (101) has a measuring device (25e) which detects a motor current of the electric motor (23), wherein an evaluation of this motor current detects end positions of the parking and locking brake (20) via the torque of the electric motor (23) or the force applied thereto. Control system (100) according to one of the preceding claims, characterized in that a power supply for the control unit (101) is provided by means of a rechargeable battery and / or by a remote power supply. Rail vehicle (31, 32), in particular freight wagon, with a parking and holding brake (20) motorized by an electric motor (23), which has a control unit (101) of the electric motor (23), characterized in that the control unit (101) has interfaces (51, 51a; 60b, 60c; 71, 72) for connecting power supply, control devices (60, 60a) and signaling devices (70, 70a, 70b, 70c), wherein the interfaces (60b, 60c; 71, 72) for connecting control devices (60, 60a) and signaling devices (70, 70a, 70b, 70c) are designed for communication with a higher-level central control unit (102). Rail vehicle (31, 32) according to claim 16, characterized in that the rail vehicle (31, 32) has a car-side operating unit (26) and / or signaling unit (27) of the control unit (101) of the associated parking and holding brake (20), wherein the car-side operating unit (26) and / or signaling unit (27) is / are accessible from the outside of the car. Train (30), in particular freight train, comprising at least two rail vehicles (31, 32), in particular freight wagons, characterized in that the train (30) has a control system (100) for automated or motorized parking and holding brakes (20) according to one of claims 1 to 15.

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