DEVICE, BRAKING SYSTEM AND METHOD FOR CONTROLLING A PASSIVE BRAKING DEVICE

Description

[0001] The present invention relates to a device for controlling a passive braking device, in particular a passive electromechanical braking device.

[0002] Furthermore, the present invention relates to a braking system comprising said device and to a method for controlling a passive braking device, in particular a passive electromechanical braking device.

[0003] In practice, hydraulic passive braking systems are often used in trams as a fail-safe braking principle. A pre-loaded spring assembly with springs provides the braking force, and a hydraulic piston works against the springs to reduce the braking force. The desired braking force can be achieved by modulating the cylinder pressure of the hydraulic piston using a pressure regulator. If the pressure regulator, in particular the electronic one, fails, a pressure relief valve limits the pressure to a certain value in a purely mechanical way. The force required is constant and not dependent on the vehicle load. If the system is completely shut down, another valve releases the cylinder pressure completely, thus achieving full braking force. In this way, two braking force levels (parking and release) are possible.Parking and safety brake) with higher functionality than a braking force controlled by electronic pressure control (service and emergency brake).

[0004] The availability of a hydraulic braking system is maintained by regular maintenance of the fluid and hose lines. Therefore, even the most advanced braking system has a maintenance interval limited by the fluid and its peripherals. To overcome this limitation, electromechanical brakes have been developed as an alternative for several years. However, electromechanical brakes have not yet achieved the same level of functionality as hydraulic braking systems.

[0005] In particular, in electromechanical solutions, the service / emergency brake, safety brake and / or parking brake functions are functionally linked to one another and a fault in one of these functions can negatively influence and / or limit the entire braking system, so that the other braking functions also no longer function, at least partially or completely.

[0006] A device for controlling a passive braking device is known from DE 101 06 377 A1.

[0007] It is therefore an object of the present invention to solve the aforementioned problems, in particular to enable the braking functions mentioned at the outset with improved reliability and / or improved operational safety.

[0008] This object is achieved according to the invention by a device for controlling a passive braking device, in particular a passive electromechanical braking device, having the features of claim 1. According to this, it is provided that the device comprises the following: an electric motor for releasing the passive braking device against a spring force; a motor control unit for controlling the electric motor for service braking and / or emergency braking, wherein the motor control unit is detachably electrically connected to the electric motor; a first brake control unit for safety braking, wherein the first brake control unit is detachably electrically connected to the electric motor; and a second brake control unit for parking braking, wherein the second brake control unit is detachably electrically connected to the electric motor. wherein the service braking and / or the emergency braking can be activated by means of the engine control unit, the safety braking by means of the first brake control unit and the parking braking by means of the second brake control unit are functionally independent of one another.

[0009] The invention is based in particular on the fundamental idea that by means of a device for controlling a passive braking device, in particular a passive electromechanical braking device, different braking functions, in particular the service braking and / or emergency braking, the safety braking and the parking braking, are functionally separated from one another. In other words, that these braking functions can be activated functionally independently of one another. This can in particular ensure that if one braking function is not operating properly and / or fails and / or has failed, the other braking functions are not impaired. In other words, reliability and / or operational safety can be improved. In particular, this can be achieved by having the functions of service / emergency braking, safety braking and / or parking braking functionally linked independently of one another, and thus an error in one of these functions can be triggered.cannot adversely affect and / or limit the overall system, the remaining braking functions can continue to function, whereby the said improved reliability and / or improved operational safety can be achieved.

[0010] It can be provided that the first brake control unit is arranged between the engine control unit and the electric motor, and / or the second brake control unit is arranged between the engine control unit and the electric motor. This can result in a simplified structure of the device and / or a simplified connection of the respective units with respect to the electric motor. In particular, this can achieve an efficient separation of the individual units with respect to the electric motor.

[0011] It can be provided that the first brake control unit is arranged between the motor control unit and the second brake control unit, and the second brake control unit is arranged between the first brake control unit and the electric motor. This can result in a further simplified structure of the device and / or a further simplified connection of the respective units with respect to the electric motor. In particular, this can achieve an even more efficient separation of the individual units with respect to the electric motor.

[0012] It can be provided that the first brake control unit has at least one safety switching element, by means of which the motor control unit can be electrically separated from the electric motor. By means of the at least one safety switching element, the motor control unit can be easily separated and / or connected from the electric motor and / or the first brake control unit itself, whereby, in particular, a functional separation of the motor control unit and the first brake control unit can be ensured.

[0013] Additionally or alternatively, it can be provided that the motor control unit can be switched between an activated state, in which the motor control unit is connected to the electric motor, and a deactivated state, in which the motor control unit is not connected to the electric motor. By integrally configuring the motor control unit such that it can be switched back and forth between said states as needed, a further simplified structure of the device can be achieved and / or, in conjunction with the safety switching element of the first brake control unit, reliability and / or operational safety with respect to a functional separation of the motor control unit and the first brake control unit can be further increased.

[0014] It can be provided that the first brake control unit has at least one passive electronic element with an electrical resistance and at least one switching element by means of which the at least one passive electronic element can be electrically connected to the electric motor. In particular, when the at least one passive electronic element is electrically connected to the electric motor, a safety braking force of the passive braking device can be adjusted and / or controlled by the electrical resistance of the at least one passive electronic element. As a result, a safety braking force can be effected in a reliable manner. In particular, due to the use of at least one passive electronic element with an electrical resistance, in particular in the form of an electrical resistance element, a robust and fail-safe design can be realized.

[0015] It can be provided that the first brake control unit has a phase holder, which comprises at least one holding switching element, by means of which a safety power supply can be switched to the electric motor to maintain the safety braking force of the passive braking device. By means of the phase holder, a motor position of the electric motor can be maintained in a simple manner, thereby ensuring the maintenance of the safety braking force of the passive braking device without the need for additional devices.

[0016] It can be provided that the safety power supply is different from a power supply that can be switched to the electric motor via the motor control unit. This can further improve the device's reliability.

[0017] It can be provided that the first brake control unit can be switched by means of the at least one switching element and the at least one holding switching element between an activated state, in which the first brake control unit is connected to the electric motor, and a deactivated state, in which the first brake control unit is not connected to the electric motor. This allows the first brake control unit to be easily connected and / or separated from the other units.

[0018] It can be provided that the second brake control unit has at least one parking switching element, by means of which the engine control unit and / or the first brake control unit can be electrically separated from the electric motor. Since the engine control unit and / or the first brake control unit can be electrically separated from the electric motor by means of the second brake control unit, a high braking function priority of the second brake control unit can be achieved in a simple manner compared to the engine control unit and / or the first brake control unit.

[0019] Furthermore, the object mentioned above is achieved according to the invention by a braking system. According to this, the braking system comprises: at least one device for controlling a passive braking device, in particular a passive electromechanical braking device, which is configured as described above and / or below; and at least one passive braking device, in particular a passive electromechanical braking device, which is associated with said device and which has at least one spring-loaded brake actuator for generating a spring force.

[0020] Furthermore, the object mentioned above is achieved according to the invention by a method for controlling a passive braking device, in particular a passive electromechanical braking device. According to this method, it is provided that the method can be carried out by means of a device for controlling a passive braking device, in particular a passive electromechanical braking device, which is configured as described above and / or below, or by means of a braking system which is configured as described above and / or below. Furthermore, the method comprises at least one of the following steps: Carrying out a service brake and / or an emergency brake by at least the engine control unit being or becoming connected to the electric motor and the first brake control unit being or becoming disconnected from the electric motor; and / or carrying out a safety brake by at least the engine control unit being or becoming disconnected from the electric motor and the first brake control unit being or becoming connected to the electric motor; and / or carrying out a parking brake by at least the engine control unit being or becoming disconnected from the electric motor and the first brake control unit being or becoming disconnected from the electric motor.

[0021] It can be provided that when carrying out the service braking and / or the emergency braking, the first brake control unit is separated from the electric motor or is separated by means of at least one switching element and at least one holding switching element of the first brake control unit.

[0022] It can be provided that when carrying out the safety braking, the motor control unit is separated from the electric motor or is separated by means of at least one safety switching element of the first brake control unit and / or by switching the motor control unit into a deactivated state.

[0023] It can be provided that when carrying out the parking braking, the motor control unit is or becomes separated from the electric motor and the first brake control unit is or becomes separated from the electric motor by means of at least one parking switching element of the second brake control unit.

[0024] It should be understood that any structural and / or functional features and / or properties and / or advantages described and / or described in connection with the device may also be part of and / or attributable to said braking system and / or said method. Furthermore, it should be understood that the reverse may also apply.

[0025] Further details and advantages of the invention will now be explained in more detail with reference to an embodiment shown in the drawing.

[0026] They show: Fig. 1 is a schematic block diagram of a brake control of a passive electromechanical brake; and Fig. 2 is a detailed schematic block diagram of Fig. 1 .

[0027] Referring to Fig. 1 and 2a braking system BS has a device V for controlling a passive braking device 2 and the passive braking device 2.

[0028] The passive braking device 2 is configured as a spring-applied brake actuator (cf. Fig. 1 and 2 ).

[0029] As particularly in Fig. 1 As can be seen, the device V comprises an electric motor M, a motor control unit 4, a first brake control unit 6 and a second brake control unit 8.

[0030] The electric motor M is used to release the passive braking device 2 against a spring force.

[0031] In the present embodiment, the electric motor M is a permanent magnet, brushless DC motor.

[0032] By means of the electric motor M, a torque can be generated which can be absorbed by the passive braking device 2. In In other words, the electric motor M is functionally connected to the passive braking device 2 in this regard, ie for transmitting a torque.

[0033] The motor control unit 4 serves to control the electric motor (M) for service braking and / or emergency braking.

[0034] The engine control unit 4 is implemented as an operating and emergency brake control (see Fig. 1 and 2 ).

[0035] The motor control unit 4 is electrically connected to the electric motor M in a separable manner.

[0036] The first brake control unit 6 is used for safety braking.

[0037] The first brake control unit 6 is implemented as a safety brake control (cf. Fig. 1 and 2 ).

[0038] The first brake control unit 6 is separably electrically connected to the electric motor M.

[0039] The second brake control unit 8 is used for parking braking.

[0040] The second brake control unit 8 is implemented as a parking brake control (cf. Fig. 1 and 2 ).

[0041] The second brake control unit 8 is separably electrically connected to the electric motor.

[0042] The first brake control unit 6 is arranged between the engine control unit 4 and the electric motor M and the second brake control unit 8 is arranged between the engine control unit 4 and the electric motor M.

[0043] In particular, the first brake control unit 6 is arranged between the motor control unit 4 and the second brake control unit 8, and the second brake control unit 8 is arranged between the first brake control unit 6 and the electric motor M.

[0044] The electric motor 4 is signal-connected to the motor control unit 4 and the first brake control unit 6 in order to be able to transmit position feedback of the electric motor M.

[0045] The passive braking device 2 is signal-connected to the engine control unit 4 and the first braking control unit 6 in order to be able to transmit force feedback from the passive braking device 2.

[0046] As particularly in Fig. 1 As can be seen, the braking system BS, in particular the device V, is connectable and / or connected to a higher-level train control system in particular by means of signals.

[0047] In particular, the motor control unit 4 is connectable and / or connected to the train control in terms of signaling in order to be able to receive a brake request signal from the train control and / or to transmit a brake status signal to the train control.

[0048] The first brake control unit 6 is signal-connectable and / or connected to the train control in order to be able to receive a safety brake activation signal from the train control and / or to be able to receive a safety brake requirement signal from the train control.

[0049] The second brake control unit 8 is signal-connectable and / or connected to the train control in order to be able to receive a parking brake activation signal from the train control.

[0050] The service braking and / or the emergency braking by means of the engine control unit 4, the safety braking by means of the first brake control unit 6 and the parking braking by means of the second brake control unit 8 can be activated functionally independently of one another.

[0051] In the following, we will focus in particular on Fig. 2 be discussed in which the Fig. 1 shown in more detail. It should be understood that the foregoing description with respect to Fig. 1 in the same way Fig. 2 refers to, which is why the details will now be described in particular.

[0052] As in Fig. 2 As shown, the braking system BS, in particular the passive braking device 2, is further assigned one or more discs, in particular brake discs, and a pair of pads, in particular brake pads, are assigned to each disc and / or the braking system BS, in particular the passive braking device 2, comprises such.

[0053] The respective brake discs are configured to be pressable or to be pressed against the brake disc to actuate or maintain braking, in particular by means of a spring or the spring which is included in and / or associated with the braking system BS, in particular the passive braking device 2.

[0054] In other words, a braking force can be generated by pressing the two brake pads against the rotating brake disc, in particular by means of a spring which is included in the braking system BS, in particular the passive braking device 2, and / or is assigned thereto.

[0055] A wear adjuster or wear adjuster, which is included in the brake system BS, in particular the passive brake device 2, and / or is assigned thereto, is operatively connected to the said spring and the brake pads and / or the brake disc, in particular arranged between them.

[0056] The wear adjuster can be used to prevent or prevent the spring force of the spring in question from being reduced due to wear on the pads and disc.

[0057] The braking system BS, in particular the passive braking device 2, further comprises a rotary-to-linear converter for converting a torque into a force.

[0058] By means of the rotary-to-linear converter, a torque that can be generated or is generated by the electric motor M can be converted into a force that acts and / or can act against the spring (or the spring force of the spring).

[0059] In the present embodiment, the braking system BS, in particular the passive braking device 2, further comprises a transmission which is connected and / or arranged between the electric motor M and the rotary-to-linear converter.

[0060] By means of the transmission, an amplification of the motor torque of the electric motor M can be achieved, which may be required in the present application of the braking system BS.

[0061] It is also conceivable that the braking system BS, in particular the passive braking device 2, is configured without such a transmission.

[0062] As in Fig. 2 As can be seen, the electric motor M has several motor windings U, V, W. In the present exemplary embodiment, the electric motor has three motor windings U, V, W, although any other, particularly technically expedient, number of motor windings may be conceivable.

[0063] As further stated in Fig. 2 As can be seen, the motor control unit 4 is detachably connected to a central power supply U_Bat. A first switching element SW1 of the braking system BS, in particular of the device V, is signal-connected to the train control system in order to be able to disconnect the motor control unit 4 from the power supply U_Bat.

[0064] The motor control unit 4 has a brake control unit, a second switching element SW2, and a motor driver with position controller.

[0065] The brake control unit is connected to the second switching element SW2, by means of which the motor control unit 4, in particular the motor driver with position controller, can be separated from the power supply U_Bat.

[0066] The brake control unit is configured to receive said force feedback from the passive braking device 2 and to receive said brake request signal from the train control and to transmit said brake status signal to the train control.

[0067] The first and second switching elements SW1, SW2 are arranged in series.

[0068] The motor driver with position controller is configured to receive the said position feedback of the passive braking device 2.

[0069] The motor driver with position controller is connected to the several motor windings U, V, W of the electric motor M respectively.

[0070] As in Fig. 2 As can also be seen, the first brake control unit 6 has a particularly integrated logic circuit of the safety brake, a safety switching element SW_Sich, a phase holder, at least one passive electronic element R_Rheo with an electrical resistance and at least one switching element SW_Rheo.

[0071] The particularly integrated logic circuit of the safety brake is connectable and / or connected to the train control system in terms of signaling in order to be able to receive the safety brake activation signal from the train control system and / or to receive the safety brake requirement signal from the train control system.

[0072] The particularly integrated logic circuit of the safety brake is signal-connected to the passive braking device 2 in order to be able to receive the force feedback of the passive braking device 2.

[0073] The particularly integrated logic circuit of the safety brake is signal-connected to the electric motor M in order to be able to receive the position feedback of the electric motor M.

[0074] The particularly integrated logic circuit of the safety brake is connected to a safety power supply U_Safety Brake.

[0075] The phase holder is detachably connected to the safety power supply U_Safety Brake via a third switching element SW3. This means that the braking system BS, in particular the device V, has a third switching element SW3, by means of which the first brake control unit 6, in particular the phase holder, can be detachably connected to the safety power supply U_Safety Brake.

[0076] The safety power supply U_Safety Brake and the central power supply U_Bat are different power supplies which can be switched on the one hand via the motor control unit 4 and on the other hand via the first brake control unit 6 to be respectively assigned to the electric motor M (via the motor windings U, V, W).

[0077] The in particular integrated logic circuit of the safety brake is connected in particular in terms of signals to the respective, in particular all, switching elements SW_Sich, SW_Rheo, SW_Hold,U, SW_Hold,V, SW_Hold,W of the first brake control unit 6 and is configured to switch them.

[0078] The at least one safety switching element SW_Sich is in this case exactly one safety switching element SW_Sich, which is connected to the respective motor windings U, V, W of the electric motor M and by means of which the motor control unit 4 can be electrically separated from the electric motor M.

[0079] Additionally or alternatively, it is also conceivable that the motor control unit 4 can be switched between an activated state, in which the motor control unit 4 is connected to the electric motor M, and a deactivated state, in which the motor control unit 4 is not connected to the electric motor M. This can be implemented in the brake control unit and / or in the motor driver with position controller.

[0080] The at least one passive electronic element R_Rheo with an electrical resistance comprises in the present case three passive electronic elements R_Rheo with an electrical resistance, which are each assigned to and connected to one of the motor windings U, V, W.

[0081] The at least one switching element SW_Rheo is configured as a normally closed switching element and can connect the passive electronic elements R_Rheo to the motor windings U, V, W of the electric motor M.

[0082] If the passive electronic elements R_Rheo are electrically connected to the electric motor M, a safety braking force of the passive braking device 2 can be adjusted and / or controlled by the electrical resistance of the at least one passive electronic element R_Rheo.

[0083] The passive electronic elements R_Rheo and the switching element SW_Rheo define a rheostatic speed controller.

[0084] In other words, the first brake control unit 6 comprises a rheostatic speed controller having the at least one passive electronic element R_Rheo with an electrical resistance and the at least one switching element SW_Rheo.

[0085] The phase holder is arranged between the rheostatic speed controller and the safety switching element SW_Sich and is connected to the motor windings U, V, W.

[0086] The phase holder has a holding switching element SW_Hold,U, SW_Hold,V, SW_Hold,W for each motor winding U, V, W, by means of which the safety power supply U_ Safety brake can be switched to the electric motor M in order to maintain the safety braking force of the passive braking device 2.

[0087] In other words, in addition to or alternatively to the safety switching element SW_Sich, the first brake control unit 6 can be switched by means of the at least one switching element SW_Rheo and the at least one holding switching element SW_Hold,U, SW_Hold,V, SW_Hold,W between an activated state in which the first brake control unit 6 is connected to the electric motor M, and a deactivated state in which the first brake control unit 6 is not connected to the electric motor M.

[0088] The second brake control unit 8 has a parking switching element and, optionally, per motor winding a Fig. 2 fuse element marked with Fuse.

[0089] By means of the parking switching element SW_Park, the engine control unit 4 and the first brake control unit 6 can be electrically separated from the electric motor M.

[0090] For this purpose, the second brake control unit 8 can be connected and / or connected to the train control in terms of signal technology in order to be able to receive a parking brake activation signal from the train control (for separation).

[0091] The device V described above and / or the braking system BS described above can therefore be operated as follows or can be proceeded as follows: A service braking and / or an emergency braking can be carried out by at least the motor control unit 4 being or becoming connected to the electric motor M and the first brake control unit 6 being or becoming disconnected from the electric motor M.

[0092] Additionally or alternatively, safety braking can be carried out by at least the motor control unit 4 being or becoming separated from the electric motor M and the first brake control unit 6 being or becoming connected to the electric motor M.

[0093] Additionally or alternatively, a parking brake can be carried out by at least the motor control unit 4 being or becoming separated from the electric motor M and the first brake control unit 6 being or becoming separated from the electric motor M.

[0094] When performing the service braking and / or the emergency braking, the first brake control unit 6 is or will be separated from the electric motor M by means of at least one switching element SW_Rheo and at least one holding switching element SW_Hold,U, SW_Hold,V, SW_Hold,W of the first brake control unit 6.

[0095] When carrying out the safety braking, the motor control unit 4 is or will be separated from the electric motor M by means of at least one safety switching element SW_Sich of the first brake control unit 6 and / or by switching the motor control unit 4 into a deactivated state.

[0096] When performing the parking brake, the motor control unit 4 is or will be separated from the electric motor M and the first brake control unit 6 is or will be separated from the electric motor M, each by means of at least one parking switching element SW_Park of the second brake control unit 8.

[0097] During the service braking and emergency braking functions of the BS braking system, the electric motor M is controlled by the motor driver with position controller. The required position is calculated by the brake control unit based on the force feedback and the requirements of the train control system. The parking brake function can be achieved by completely de-energizing the system.

[0098] During service braking, the motor driver regulates the motor position to achieve the desired braking force with a desired force build-up gradient. Emergency braking follows a similar procedure, but typically with a higher force build-up gradient due to greater deceleration, and any resulting braking jerk is accepted during emergency braking. The gradient is upper-limited to keep the acceleration and jerk at a more acceptable level for people and wheel-rail contact.

[0099] The safety braking is implemented using passive electronic elements R_Rheo, i.e., resistors in this case, connected to the motor windings U, V, W via the switching element SW_Rheo to modulate their application. They therefore act as a rheostatic speed controller to reduce the power delivered by the spring of the braking device 2. When the braking force has reached the desired safety braking force, the motor speed is reduced, and one phase is energized to maintain the motor position. The safety braking function is functionally independent of the service / emergency braking function. A fault in the service / emergency braking function does not affect the safety braking function.This is ensured either by the described switching element SW_Sich between the service brake / emergency brake function and the safety brake function and / or a driver stage of the motor driver of the service brake / emergency brake function can be designed in such a way that it can be deactivated so that the safety brake function still functions.

[0100] During parking braking, the electric motor M is simply de-energized so that the spring provides the braking force for an unlimited period of time.

[0101] The parking brake function is functionally independent of the service brake / emergency brake function and the safety brake function. A fault in the service brake / emergency brake function or the safety brake function does not affect the parking brake function. This is ensured either by the described switching elements SW_Sich, SW_PArk between the service brake / emergency brake function and the safety brake function and the parking brake function, or the driver stage of the motor driver of the service brake / emergency brake function and the function stages (phase holder and rheostatic brake) are designed so that they can be deactivated so that the parking brake function still functions safely.

[0102] A priority of the braking functions arises due to their position in the control circuit of the motor windings U, V, W or due to the described switching elements or due to design features of the functional units of the described units.

[0103] Here, the parking brake can have a priority 1, especially a highest priority.

[0104] Safety braking can (then) have a priority 2 and service and emergency braking can (then) have a priority 3. Priority 1 - Parking brake:

[0105] The parking brake control, i.e., the second brake control unit 8, is functionally located directly on the motor windings U, V, W and cannot be interfered with by the other braking functions. This is ensured either by a separation unit (e.g., switching contacts or electronic switching elements, e.g., the switching elements described above) between the service brake / emergency brake function and the safety brake function and the parking brake function, or the driver stage of the motor driver of the service brake / emergency brake function and the function stages (phase holder and rheostatic brake) are designed so that they can be deactivated in such a way that the parking brake function still functions safely.

[0106] The separation unit (or deactivation units of the other functional units) is designed according to the fail-safe principle so that no current can flow through the motor windings U, V, W (or only such a small amount that this principle is not prevented) that the rotary-to-linear converter is pushed back by the spring (and the electric motor M turns back to a zero position) when the parking brake control signal, i.e. the parking brake activation signal, is de-energized.

[0107] The parking brake control signal (parking brake activation, binary signal, low active) can be generated by the train control and also carries the energy to keep the separation unit (or deactivation units of the other functional units) inactive when the parking brake is not activated. Priority 2 - Safety braking:

[0108] The safety brake control, i.e., the first brake control unit 6, is functionally arranged between the parking brake control, i.e., the second brake control unit 8, and the service and emergency brake control, i.e., the engine control unit 4, so that the parking brake control receives a higher priority than the safety brake control, and thus, parking braking can be performed independently of safety braking (or service braking). This applies even if the safety brake function (or service braking function) is defective.

[0109] The functional independence of the safety brake function from the service brake / emergency brake function is ensured either by a separation unit (e.g. switching contacts or electronic switching elements, e.g. the switching elements described above) between the service brake / emergency brake function and the safety brake function or the driver stage of the motor driver of the service brake / emergency brake function is designed in such a way that it can be deactivated so that the safety brake function still functions safely.

[0110] The isolation unit (or deactivation units of the other functional units) is designed according to the fail-safe principle so that no current from the service brake / emergency brake function can flow through the motor windings U, V, W (or only such a small amount that this principle is not prevented), so that the rotary-to-linear converter is pushed back by the spring until the necessary safety braking force is reached.

[0111] This pushing back of the spring and the associated turning back of the motor is slowed down by a rheostatic brake function unit or the one already described so that a certain braking force gradient is not exceeded.

[0112] The phase holder or phase holder stage is then activated to maintain this motor position and thereby also keep the safety braking force in the requested range.

[0113] The safety brake control signal (safety brake activation, binary signal, low active) is / can be generated by the train control and also carries the energy to keep the separation unit (or deactivation units of the other functional units) inactive when the safety brake is not activated.

[0114] In addition to the safety brake control signal, the safety brake demand signal can be evaluated by the train control system to execute load-corrected safety braking. The force control can be based on a force sensor (force feedback, analog signal) and / or on the motor position sensor (position feedback, analog signal), as described in Fig. 2 is shown schematically. Priority 3 - Service and emergency braking:

[0115] The service and emergency brake control, i.e., the engine control unit 4, controls the electric motor M when there is no safety or parking brake request. The engine control unit 4 receives the braking request (brake requirement, multiple signals) from the train control system.

[0116] This brake request signal contains the braking force request and whether it is an emergency or service braking or whether the brake needs to be released.

[0117] As in Fig. 2 As shown schematically, the braking force is controlled directly via the force sensor (force feedback, analog signal) or indirectly via the motor position sensor (position feedback, analog signal).

[0118] The brake status (brake status signal, multiple signals) contains various information for train control, e.g. "brake released", "fully applied" or "error".

[0119] How Fig. 2 The control circuit and brake actuation are shown in more detail. As with hydraulic or pneumatic friction brakes, the braking force is generated by pressing two brake pads against a rotating disc; however, instead of a piston, a rotary-to-linear converter works against the spring, converting the torque from the gearbox into a linear force acting against the spring. The wear adjuster prevents the spring force from being reduced by wear on the pads and disc. Due to the high torque required for this process, a gearbox is used to amplify the motor torque.

[0120] The braking device 2 is designed such that the braking device 2 counteracts the means (i.e., spring) for applying the braking force, so that the electric motor M is driven by the spring-loaded brake actuator when the motor phases are deactivated from the brake release position. Thus, when emergency braking is requested, the spring provides the energy to build up the braking force, but the emergency braking controller, i.e., the first brake control unit 6, can limit and control the braking force application gradient (via the rheostatic brake and motor speed) to reduce the braking jerk and maintain the motor position (via the phase holder) so that the full (spring) braking force is not reached.

[0121] The desired safety braking force is a load-dependent variable that should and / or will only be changed under specific circumstances, e.g. at slow train speed, before the activation of the safety braking and within a valid range.

[0122] The safety brake logic circuit controls the force gradient by modulating the switch (SW_Rheo) of the rheostatic resistors (R_Rheo) to limit the motor speed.

[0123] When the braking force approaches the desired force, the motor speed is reduced even further and then a motor phase is energized by the corresponding switch (SW_Hold,U or SW_Hold,V or SW_Hold,W).

[0124] The motor driver output is disconnected when the safety brake functions are executed (via SW_Sich).

[0125] The position at which the motor is to be stopped is controlled by the actual motor position value or the actual force value.

[0126] The safety braking function has a higher functionality than the service / emergency braking because it is based on rheostatic braking of the motor for speed control and open phase excitation to maintain the desired braking force.

[0127] Consequently, safety braking is carried out without electronic commutation.

[0128] Since motor position feedback or force feedback can be used to control the safety braking force, the function can be performed even if the braking force or motor position sensor fails.

[0129] To achieve greater versatility, the brake control units and the motor driver can (optionally) be based on microcontrollers, and the safety brake circuit on field-programmable gate arrays (FPGAs). The safety brake controller features phase error detection (not included in the Fig. 2 shown) in order to selectively deactivate or disconnect the motor windings detected as defective (in the event of an open circuit or short circuit) via the disconnection unit, ie the switching elements described.

[0130] The actuation system is also designed to provide sufficient rheostatic braking and phase holding torque in the event of a motor winding failure.

[0131] The power supply of the safety brake control, i.e. the first brake control unit 6, is provided via a separate power supply (U_Safety Brake), which can be switched off by the train control in order to achieve the full braking force (parking braking force) or via a safety brake control signal (safety brake activation, binary signal, low active), which also provides the energy for the safety brake control.

[0132] The generated safety braking force also acts against the spring and the spring is less compressed in this position than when the brake is released, therefore the force on the rotary-to-linear converter is greatly reduced.

[0133] Therefore, the motor current for maintaining the safety braking force is significantly smaller than the current for releasing the brake, so that by limiting the available power at the power supply U_Safety Brake it is ensured that the brake does not remain released after a safety braking request, even in the event of errors in the logic control of the safety brake.

[0134] Service and emergency braking are carried out by the same control elements: brake control unit and motor driver with position controller.

[0135] However, the software in the service and emergency brake control unit gives higher priority to emergency braking requests if the desired force and / or force gradient are different from those of the service brake.

[0136] In this example, the force control is performed by the service and emergency brake control unit using the force feedback to request a new set position for the motor driver.

[0137] The train controller keeps the control units for the safety braking, i.e. the first brake control unit 6, and the parking braking, i.e. the second brake control unit 8, deactivated, while the motor driver controls the motor position using the position feedback of the electric motor M.

[0138] When service or emergency braking is requested, the train control activates the switching element SW1 if no parking or emergency braking is applied, otherwise the motor driver is not switched on.

[0139] If the service and emergency brake control, i.e. the motor control unit 4, detects a malfunction of the motor driver, it can also de-energize the motor driver (via switching element SW2) and inform the train control (via brake status signal).

[0140] The train control can activate the parking brake in various ways, for example: By de-energizing the motor phases from the rest of the system with the parking brake control (using the parking switching element SW_Park), the full (spring) braking force without jerk limitation is to be achieved with a moving train. To reduce the load on the actuation system, the parking brake should only be activated after the brake is fully applied. If the entire system is de-energized except for the activation of the parking brake, the motor driver or phase holder cannot hold the motor position; instead, the rheostatic resistors (R_Rheo) are passively connected to the motor windings U, V, W. In the case of a moving train (with released brakes), the jerk is limited (but not controlled), and full force is reached after some time. LIST OF REFERENCE SYMBOLS

[0141] 2Brake device 4Engine control unit 6First brake control unit 8Second brake control unit BS Brake system MElectric motor R_Rheo passive electronic element SW1 first switching element SW2 second switching element SW3 third switching element SW_Hold,U holding switching element SW_Hold,V holding switching element SW_Hold,W holding switching element SW_Park parking switching element SW_Rheo switching element SW_Safe safety switching element U_Bat central power supply U_Safety brake safety power supply V device

Claims

1. Device (V) for controlling a passive brake device (2), in particular a passive electromechanical brake device, wherein the device (V) comprises the following: - an electric motor (M) for releasing the passive brake device (2) against a spring force, - an engine control unit (4) for controlling the electric motor (M) for service braking and / or emergency braking, wherein the engine control unit (4) is separably electrically connected to the electric motor (M), - a first brake control unit (6) for safety braking, wherein the first brake control unit (6) is separably electrically connected to the electric motor (M), and - a second brake control unit (8) for parking braking, wherein the second brake control unit (8) is separably electrically connected to the electric motor (M), wherein service braking and / or emergency braking can be activated functionally independently of each other by means of the engine control unit (4), safety braking by means of the first brake control unit (6) and parking braking by means of the second brake control unit (8).

2. Device (V) according to claim 1, characterized in that the first brake control unit (6) is arranged between the engine control unit (4) and the electric motor (M) and / or the second brake control unit (8) is arranged between the engine control unit (4) and the electric motor (M).

3. Device (V) according to claim 1 or 2, characterized in that the first brake control unit (6) is arranged between the engine control unit (4) and the second brake control unit (8) and the second brake control unit (8) is arranged between the first brake control unit (6) and the electric motor (M).

4. Device (V) according to any one of claims 1 to 3, characterized in that the first brake control unit (6) has at least one safety switching element (SW_Safe), by means of which the engine control unit (4) can be electrically disconnected from the electric motor (M).

5. Device (V) according to any one of claims 1 to 4, characterized in that the engine control unit (4) can be switched between an activated state, in which the engine control unit (4) is connected to the electric motor (M), and a deactivated state, in which the engine control unit (4) is not connected to the electric motor (M).

6. Device (V) according to any one of claims 1 to 5, characterized in that the first brake control unit (6) has at least one passive electronic element (R_Rheo) with an electrical resistor and at least one switching element (SW_Rheo), by means of which the at least one passive electronic element (R_Rheo) can be connected to the electric motor (M), wherein, in particular, when the at least one passive electronic element (R_Rheo) is electrically connected to the electric motor (M), a safety braking force of the passive brake device (2) can be adjusted and / or controlled by the electrical resistor of the at least one passive electronic element (R_Rheo).

7. Device (V) according to claim 6, characterized in that the first brake control unit (6) has a phase holder, which comprises at least one holding switching element (SW_Hold,U, SW_Hold,V, SW_Hold,W), by means of which a safety power supply (U_Safety brake) to the electric motor (M) can be switched to maintain the safety braking force of the passive brake device (2).

8. Device (V) according to claim 6 or 7, characterized in that the safety power supply (U_Safety brake) is different from a power supply (U_Bat), which can be switched to the electric motor (M) by the engine control unit (4).

9. Device (V) according to claim 7 or 8, characterized in that the first brake control unit (6) can be switched by means of the at least one switching element (SW_Rheo) and the at least one holding switching element (SW_Hold,U, SW_Hold,V, SW_Hold,W) between an activated state, in which the first brake control unit (6) is connected to the electric motor (M), and a deactivated state, in which the first brake control unit (6) is not connected to the electric motor (M).

10. Device (V) according to any one of claims 1 to 9, characterized in that the second brake control unit (8) has at least one parking switching element (SW_Park), by means of which the engine control unit (4) and / or the first brake control unit (6) can be electrically disconnected from the electric motor (M).

11. Brake system (BS), having: - at least one device (V) for controlling a passive brake device (2), in particular a passive electromechanical brake device, according to any one of claims 1 to 10, and - at least one passive brake device (2), in particular a passive electromechanical brake device, which is assigned to said device (V) and which has at least one spring force brake actuator for generating a spring force.

12. Method for controlling a passive brake device (2), in particular a passive electromechanical brake device, wherein the method can be performed by means of a device (V) according to any one of claims 1 to 10 or a brake system (BS) according to claim 11, and wherein the method comprises at least one of the following steps: - Performing service braking and / or emergency braking, while at least the engine control unit (4) is or will be connected to the electric motor (M) and the first brake control unit (6) is or will be disconnected from the electric motor (M), and / or - Performing service braking, while at least the engine control unit (4) is or will be disconnected from the electric motor (M) and the first brake control unit (6) is or will be connected to the electric motor (M), and / or - Performing parking braking, while at least the engine control unit (4) is or will be disconnected from the electric motor (M) and the first brake control unit (6) is or will be disconnected from the electric motor (M).

13. Method according to claim 12, characterized in that when performing service braking and / or emergency braking, the first brake control unit (6) is or will be disconnected from the electric motor (M) by means of at least one switching element (SW_Rheo) and at least one holding switching element (SW_Hold,U, SW_Hold,V, SW_Hold,W) of the first brake control unit (6).

14. Method according to claim 12 or 13, characterized in that when performing safety braking, the engine control unit (4) is or will be disconnected from the electric motor (M) by means of at least one safety switching element (SW_Safe) of the first brake control unit (6) and / or by switching the engine control unit (4) to a deactivated state.

15. Method according to any one of claims 12 to 14, characterized in that when performing parking braking, the engine control unit (4) is or will be disconnected from the electric motor (M) and the first brake control unit (6) is or will be disconnected from the electric motor (M), in each case, by means of at least one parking switching element (SW_Park) of the second brake control unit (8).